CN111315952B

CN111315952B - Door sash structure for vehicle door

Info

Publication number: CN111315952B
Application number: CN201880072334.6A
Authority: CN
Inventors: 石黑义昌; 木下公宏; 伊藤夏树; 福井胜久; 关根正子
Original assignee: Shiroki Corp
Current assignee: Aisin Co Ltd
Priority date: 2017-11-10
Filing date: 2018-11-09
Publication date: 2022-04-26
Anticipated expiration: 2038-11-09
Also published as: CN111315952A; WO2019093482A1

Abstract

The present invention provides a door window frame structure of a door, wherein the door comprises: a pillar sash constituting a door sash and extending in a vertical direction along one of front and rear edges of a window glass; and a lifting mechanism for lifting the window glass by a driving force of a driving source, wherein the pillar sash includes an exterior portion located outside the vehicle and a main body portion located inside the vehicle from the exterior portion and having an internal space, the lifting mechanism includes a slider fixed to the window glass, a guide rail for movably guiding the slider in a lifting direction, and a transmission member for transmitting the driving force from the driving source to the slider with respect to the slider, the guide rail, and the transmission member are housed in the main body portion of the pillar sash, and the guide rail is provided on an inboard surface side of the window glass to restrict movement of the slider in both directions of inside and outside the vehicle.

Description

Door sash structure for vehicle door

Technical Field

The present invention relates to a door sash structure of a vehicle door.

Background

A door for opening and closing a window opening surrounded by a door sash (sash) with a window glass is provided with a window regulator (window regulator). Various types of window regulator devices are known, but in many cases, the window regulator device is assembled to an inner panel of a door panel constituting a vehicle door and is accommodated in the door panel.

Patent document 1 describes the following structure: a rack-shaped gear is provided at a rear end portion of a resin window (a window made of resin), and the rear end portion of the resin window including the gear is housed in a gear-side guide frame projecting upward from a door panel. The gear-side guide frame guides the rear end portion of the resin window in a liftable manner, and the rear end portion of the resin window is restricted from moving in the vehicle interior-exterior direction by a pair of wall portions located on the vehicle interior side and the vehicle exterior side via the resin window.

Patent document 1: japanese laid-open patent publication No. 2010-100250

In order to restrict the movement of the resin window in the vehicle interior-exterior direction, the structure of patent document 1 uses a large-sized gear-side guide frame having a cross-sectional shape extending to the vehicle interior side and the vehicle exterior side across the resin window. Therefore, there is a problem that the door sash is easily enlarged in the vehicle interior and exterior direction. Further, since a part of the gear-side guide frame is positioned on the vehicle outer side of the resin window, it cannot be applied to a type of vehicle door in which outer surfaces of the window and the door sash are substantially coplanar, and the design of the usable door is limited.

Disclosure of Invention

The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a door sash structure for a vehicle door, which accommodates a mechanism for raising and lowering a window glass in a space-saving manner and has less restrictions on the design of the vehicle door.

The present invention is characterized in that a vehicle door includes: a door sash that forms a window opening and surrounds a front/rear edge and an upper edge of a window glass that moves up and down in the window opening; a pillar sash constituting a door sash and extending in a direction in which a window pane is lifted and lowered along one of front and rear edges of the window pane; and a lifting mechanism for lifting the window glass by a driving force of a driving source, wherein the pillar sash includes an exterior portion located outside the vehicle and a main body portion located inside the vehicle with respect to the exterior portion and having an internal space, the lifting mechanism includes a slider fixed to the window glass, a guide rail for movably guiding the slider in a lifting direction, and a transmission member for transmitting the driving force from the driving source to the slider with respect to the slider, the guide rail, and the transmission member are housed in the main body portion of the pillar sash, and the guide rail restricts movement of the slider in both directions inside and outside the vehicle on an in-vehicle surface side of the window glass.

Preferably, the main body portion of the pillar sash has a pocket-shaped cross-sectional portion that is open to the vehicle exterior side, and the rail closes the open portion of the pocket-shaped cross-sectional portion on the vehicle exterior side.

Further, the body portion of the pillar sash may have a frame portion that is open to the vehicle exterior side, and at least a part of the frame portion may be open to the vehicle interior side. As in the case of the pocket-shaped cross-sectional portion, the rail preferably closes an open portion on the vehicle exterior side of the frame portion. Preferably, the vehicle interior cover is provided to cover the frame portion from the vehicle interior side and to close an open portion of the frame portion on the vehicle interior side.

Preferably, the guide rail includes: a first partition area into which a sliding portion provided to the slider is slidably inserted; and a second partition section which is offset from the first partition section in the inner and outer circumferential directions with the window opening as the inner circumferential side and accommodates a transmitted portion of the slider which transmits the driving force from the transmission member.

Preferably, the internal space of the main body portion of the pillar sash includes a vehicle exterior space portion located on a vehicle exterior side with respect to the guide rail and a vehicle interior space portion located on a vehicle interior side with respect to the guide rail, the transmission member is disposed in the vehicle exterior space portion and the vehicle interior space portion, and the lifting mechanism includes a direction changing member disposed in the main body portion over the vehicle exterior space portion and the vehicle interior space portion to change an extending direction of the transmission member.

The exterior portion and the guide rail may be integrally formed.

According to the present invention, a door sash structure of a vehicle door can be obtained that accommodates a mechanism for raising and lowering a window glass in a space-saving manner and that has less restrictions on the design of the vehicle door.

Drawings

Fig. 1 is a view of a door viewed from the outside of the vehicle.

Fig. 2 is a sectional view of the upper reveal along line II-II of fig. 1.

Fig. 3 is a view of the disassembled pillar sash as viewed from the outside of the vehicle.

Fig. 4 is a rear view of the disassembled pillar sash.

Fig. 5 is a view of a door corner portion of the door sash as viewed from the vehicle interior side.

Fig. 6 is a perspective view of a connecting member constituting a door corner portion as viewed from the vehicle exterior side.

Fig. 7 is a view of the connecting member as viewed from above.

Fig. 8 is an exploded perspective view of the window regulator.

Fig. 9 is a sectional view of the pillar window frame taken along the position of line IX-IX of fig. 23.

Fig. 10 is a cross-sectional view enlarging a portion of fig. 9.

Fig. 11 is a sectional view similar to fig. 10 showing a state in which the elastic cover is elastically deformed.

Fig. 12 is a sectional view showing a state in which the elastic cover is being assembled to the pillar sash.

Fig. 13 is a sectional view showing a state in which a garnish constituting a pillar sash is molded.

Fig. 14 is a cross-sectional view of the pillar sash at a position along the XIV-XIV line of fig. 22.

Fig. 15 is a sectional view of the pillar sash at a position along the XV-XV line of fig. 24.

Figure 16 is a cross-sectional view of the stud window frame taken along line XVI-XVI of figure 23.

Figure 17 is a cross-sectional view of the stud window frame taken along line XVII-XVII of figure 23.

Figure 18 is a cross-sectional view of the stud window frame taken along line XVIII-XVIII of figure 23.

Fig. 19 is a perspective view of the window regulator assembly.

Fig. 20 is a side view showing a positional relationship between the window glass and the slider.

Fig. 21 is a perspective view of two sliders.

Fig. 22 is a view partially in perspective and looking at the window regulator from behind.

Fig. 23 is a partially transparent view of the window regulator in the fully closed state of the window glass as viewed from the rear.

Fig. 24 is a view of the window regulator in a partially transparent state, with the window pane fully opened, viewed from the rear.

Fig. 25 is a cross-sectional view showing a contact relationship between a shoe base of the slider and a flange portion of the elastic cover.

Fig. 26 is an exploded perspective view of the window regulator of the second embodiment.

Fig. 27 is a sectional view of the window regulator of the second embodiment.

Fig. 28 is a sectional view showing a first modification of the pillar sash.

Fig. 29 is a sectional view showing a second modification of the pillar sash.

Fig. 30 is a sectional view showing a third modification of the pillar sash.

Detailed Description

Hereinafter, embodiments to which the present invention is applied will be described with reference to the drawings. The door 10 shown in fig. 1 is a side door attached to a side of a right front seat of a vehicle body (not shown), and a door opening (not shown) opened and closed by the door 10 is formed in the vehicle body. The door 10 includes a door panel 10a (shown by a chain line in phantom) and a door sash 10 b. A window opening 10c surrounded by an upper edge portion of the door panel 10a and the door sash 10b is formed.

The vehicle interior side and the vehicle exterior side in the following description correspond to the interior side and the exterior side of the vehicle body in a state where the door 10 is closed, and a direction connecting the vehicle interior side and the vehicle exterior side (a thickness direction of the door 10) is referred to as a vehicle interior-exterior direction. The side of the door sash 10b facing the window opening 10c is the inner peripheral side, the opposite side to the window opening 10c (the side facing the inner edge of the vehicle body opening in the state where the door 10 is closed) is the outer peripheral side, and the direction connecting the inner peripheral side and the outer peripheral side is referred to as the inner-outer peripheral direction.

Although not shown, the door panel 10a is formed by combining an inner panel located on the vehicle interior side and an outer panel located on the vehicle exterior side. A door panel inner space (not shown) is formed between the inner panel and the outer panel, and an upper edge of the door panel inner space is open to the window opening 10 c.

The door sash 10b includes an upper sash 11 located at an upper edge of the door 10, a pillar sash 12 extending in a substantially vertical direction from the upper sash 11 toward the door panel 10a, and a front sash 13. The pillar sash 12 is located at the rearmost portion of the door sash 10b, and a corner portion above the rear portion of the door 10 is a door corner portion 10d where the rear end of the upper sash 11 intersects with the upper end of the pillar sash 12. The pillar window frame 12 and the front window frame 13 extend substantially in parallel, the pillar window frame 12 forming a rear edge of the window opening 10c, and the front window frame 13 forming a front edge of the window opening 10 c. In addition, the upper sash 11 forms an upper edge of the window opening 10 c.

The pillar sash 12 extends downward (obliquely downward) from the door corner 10d and is inserted into the door panel interior space. The upper sash 11 extends forward from the door corner 10d and curves downward as it goes forward. The front end of the upper reveal 11 is inserted into the door panel inner space of the door panel 10 a. The front sash 13 extends downward (obliquely downward) from a midway position of the upper sash 11 and is inserted into the door panel space. The upper sash 11, the pillar sash 12, and the front sash 13 are fixed with respect to the door panel 10a in the door panel space, respectively.

In the door panel space, a mirror bracket 14 is disposed at the front, and a lock bracket 15 is disposed at the rear. The mirror bracket 14 and the lock bracket 15 are fixed to the door panel 10a, respectively, the front sash 13 is fixed to the mirror bracket 14, and the pillar sash 12 is fixed to the lock bracket 15. A part of the mirror bracket 14 protrudes upward from the door panel 10a, and is shaped to be accommodated in a triangular space between the upper sash 11 and the front sash 13, and a door mirror (not shown) or the like is attached to the part of the mirror bracket 14. A door lock mechanism (not shown) and the like are mounted on the lock bracket 15.

A decorative tape line reinforcement 16 extending in the front-rear direction is disposed near the upper edge of the door panel space. The belt line reinforcement 16 includes at least an outer reinforcement located on the vehicle outer side, and has a front portion fixed to the mirror bracket 14 and a rear portion fixed to the lock bracket 15. Further, as the structure of the belt line reinforcement 16, an inner reinforcement located on the vehicle interior side may be provided in addition to the outer reinforcement.

The window glass W is raised and lowered along the pillar sash 12 and the front sash 13 to open and close the window opening 10 c. The window glass W is a plate-shaped glass member having a vehicle exterior side surface W1 facing the vehicle exterior side, a vehicle interior side surface W2 facing the vehicle interior side, and an outer peripheral side edge surface W3 (see fig. 19). The window glass W is raised and lowered between a fully closed position (a position in fig. 1, a position in solid lines in fig. 20) where an upper edge of the window glass W reaches the upper sash 11 and a fully opened position (a position in two-dot chain lines in fig. 20) by a window regulator 40 described later. The window glass W that descends from the fully closed position to the fully open position is housed in the door panel inner space.

As shown in fig. 2, the upper sash 11 is constructed by combining a sash main body 20 located on the vehicle interior side and a sash molding 21 located on the vehicle exterior side.

The sash body 20 is a thick, long metal member in which the upper sash 11 is a rigid body, and includes a frame portion 20a having a hollow cross-sectional shape positioned on the vehicle interior side and a plate-like portion 20b protruding from the frame portion 20a toward the vehicle exterior side. The frame portion 20a includes an inner side wall 20c positioned on the vehicle interior side, an inner peripheral side wall 20d extending from an inner peripheral end of the inner side wall 20c toward the vehicle exterior side, an outer peripheral side wall 20e extending from an outer peripheral end of the inner side wall 20c toward the vehicle exterior side, and a vehicle exterior side wall 20f connecting the inner peripheral side wall 20d and the outer peripheral side wall 20e at the vehicle exterior side end. The plate-like portion 20b projects outward from the vicinity of the boundary between the outer peripheral side wall 20e and the vehicle exterior side wall 20 f.

The sash molding 21 is a metal elongated member having a smaller wall thickness than the sash body 20, and includes a support portion 21a overlapping the outer peripheral side of the plate-shaped portion 20b and an exterior portion 21b located on the vehicle exterior side of the support portion 21 a. The plate-shaped portion 20b and the support portion 21a are fixed by rivets or the like. That is, the upper sash 11 has a structure in which a frame portion 20a located on the vehicle interior side and an exterior portion 21b located on the vehicle exterior side are connected by a connecting portion formed of a plate-shaped portion 20b and a support portion 21 a.

The upper sash 11 is formed with a glass run container 22 as a recess surrounded by the vehicle exterior side wall 20f of the frame portion 20a, the plate-like portion 20b, and the support portion 21 a. The glass run accommodating portion 22 is open toward the inner peripheral side, and accommodates a glass run 23 made of an elastic body therein. The glass run channel housing section 22 is provided with a concave-convex shape for preventing the glass run channel 23 from coming off to the inner circumferential side. The glass run 23 has a concave cross-sectional shape along the inner surface of the glass run housing 22, and a plurality of elastically deformable flange portions are formed inside.

As shown in fig. 2, at the fully closed position of the window glass W, the upper edge portion of the window glass W enters the glass run channel accommodating portion 22. The window glass W entering the glass run container 22 presses the flange portion of the glass run 23 and elastically deforms it. Then, the flange portion of the glass run channel 23 is in close contact with the vehicle exterior side surface W1, the vehicle interior side surface W2, and the edge surface W3 of the window glass W, respectively, and is in a watertight state preventing raindrops and the like from entering the vehicle interior side, and the upper edge portion of the window glass W is elastically held by the glass run channel 23.

Further, in the upper sash 11, a weather strip holding portion 24 is formed on the outer peripheral side opposite to the glass run accommodating portion 22. The weather strip holding portion 24 is a concave portion including the support portion 21a and a bent portion formed on the vehicle interior side and the vehicle exterior side and bent toward the outer peripheral side. The weather strip holding portion 24 is open toward the outer peripheral side, and a leg portion of a weather strip (not shown) made of an elastic body is fitted and held therein. The weather strip has an elastic contact portion protruding from the weather strip holding portion 24 to the outer peripheral side. When the door 10 is closed, the elastic contact portion of the weather strip comes into contact with the inner edge portion of the door opening of the vehicle body and is elastically deformed. As described later, the weather strip is also continuous along the portion of the pillar sash 12, and in a state where the door 10 is closed, the entire door sash 10b and the door opening are sealed in a water-tight state by the weather strip.

The upper sash 11 maintains the above-described general cross-sectional shape from the rear end position on the door corner 10d side to a position connected to the upper end of the front sash 13 (referred to as a front corner). Although not shown, the sash mold 21 is not provided in the portion of the upper sash 11 forward of the forward corner portion, and the glass run channel accommodating portion 22 is omitted. The front sash 13 is provided with a glass run accommodating portion (not shown) having a concave cross-sectional shape continuous with the glass run accommodating portion 22 of the upper sash 11, and the glass run 23 is held in the glass run accommodating portion of the front sash 13 and disposed downward from a front corner portion.

As shown in fig. 3 and 4, the pillar sash 12 is configured by combining an inner sash 30 and a guide rail 31, each of which is a metal elongated member. The inner sash 30 and the guide rail 31 may be formed of a non-metallic material such as synthetic resin. As shown in fig. 9, a garnish 32 and an elastic cover 33 are attached to the outside of the inner sash 30 and the rail 31.

The inner sash 30 includes a frame portion 30a located on the vehicle interior side, an exterior portion 30b located on the vehicle exterior side, and a step portion 30c connecting the frame portion 30a and the exterior portion 30 b. The frame portion 30a is a portion corresponding to the frame portion 20a in the upper sash 11. More specifically, as shown in fig. 9, the vehicle interior side wall 30d is located on the vehicle interior side, the inner peripheral side wall 30e extends outward from the end on the inner peripheral side of the vehicle interior side wall 30d, and the outer peripheral side wall 30f extends outward from the end on the outer peripheral side of the vehicle interior side wall 30 d. The outer peripheral side wall 30f extends substantially linearly in the vehicle interior-exterior direction. The inner peripheral side wall 30e has an inclined region in which the distance from the outer peripheral side wall 30f increases (the amount of projection to the inner peripheral side increases) with distance from the vehicle inner side wall 30d, and the vehicle outer side of the inclined region is a parallel region substantially parallel to the inner peripheral side wall 30 e.

Unlike the sash body 20 of the upper sash 11 in which the frame portion 20a is formed in a closed cross-sectional shape, the inner sash 30 of the pillar sash 12 has a bag-like cross-sectional shape that is open toward the vehicle exterior side without connecting the vehicle exterior-side ends of the inner peripheral side wall 30e and the outer peripheral side wall 30f in the frame portion 30 a.

The step portion 30c of the inner sash 30 has an outer peripheral extension 30g extending from the vehicle-exterior end of the outer peripheral side wall 30f toward the outer peripheral side, and a vehicle-exterior extension 30h extending from the outer peripheral end of the outer peripheral extension 30g toward the vehicle-exterior side. The exterior portion 30b extends from the vehicle exterior end of the vehicle exterior extension portion 30h toward the outer peripheral side.

The rail 31 has a concave cross-sectional shape that opens toward the vehicle exterior side, and is disposed so as to fit inside the open portion on the vehicle exterior side of the frame portion 30a having a bag-like cross-sectional shape of the inner window frame 30. More specifically, the rail 31 includes a vehicle inner wall 31a positioned on the vehicle inner side, an inner peripheral wall 31b extending outward from an end on the inner peripheral side of the vehicle inner wall 31a, and an outer peripheral wall 31c extending outward from an end on the outer peripheral side of the vehicle inner wall 31 a. A curved portion 31d and a cover wall 31e protruding toward the inner peripheral side are provided at the vehicle outer side end of the inner peripheral side wall 31b and the vehicle outer side end of the outer peripheral side wall 31 c. The guide rail 31 further includes a partition wall 31f projecting outward from a midway position in the inner and outer circumferential directions of the vehicle interior wall 31a, and a holding wall 31g projecting inward from an end portion of the partition wall 31f on the vehicle exterior side.

A first partition S1 and a second partition S2 adjacent in the inner and outer circumferential directions are formed in the guide rail 31 by three walls (an inner circumferential side wall 31b, an outer circumferential side wall 31c, and a partition wall 31f) arranged in the inner and outer circumferential directions and an inner side wall 31a connecting the three walls. The holding wall 31g partially closes the vehicle outside of the first partitioned area S1 while forming a gap with the inner peripheral side wall 31 b. The hood wall 31e partially closes the vehicle exterior side of the second divided section S2 while forming a gap with the partition wall 31 f.

The partition wall 31f is provided closer to the inner peripheral side wall 31b than the outer peripheral side wall 31c, and the second dividing section S2 has a larger dimension in the inner and outer peripheral directions than the first dividing section S1. The amount of protrusion to the vehicle exterior side with respect to the vehicle interior side wall 31a is the largest in the outer peripheral side wall 31c, the larger in the inner peripheral side wall 31b, and the smallest in the partition wall 31 f. Therefore, the second divided section S2 is wider in both the inner and outer peripheral directions and the vehicle interior-exterior direction than the first divided section S1. The cover wall 31e forming the vehicle outer side surface of the second divided section S2 is longer in the inner and outer circumferential directions than the holding wall 31g forming the vehicle outer side surface of the first divided section S1.

In a state where the inner sash 30 is combined with the rail 31, the rail 31 closes the opening portion of the frame portion 30a on the vehicle exterior side. The end of the inner peripheral side wall 30e abuts against the bent portion 31d, and the relative position of the inner sash 30 and the rail 31 in the vehicle interior-exterior direction is determined (see fig. 14). The inner peripheral side wall 31b and the outer peripheral side wall 31c abut against the inner peripheral side wall 30e and the outer peripheral side wall 30f from the inside of the frame portion 30a, and by this abutment, the inner window frame 30 and the guide rail 31 are integrated in the inner and outer peripheral directions. The vehicle inside wall 31a of the guide rail 31 connects the inner peripheral side wall 30e and the outer peripheral side wall 30f of the inner sash 30 in the inner and outer peripheral directions. Further, a third dividing section S3 surrounded by the vehicle interior side wall 30d, the inner peripheral side wall 30e, the outer peripheral side wall 30f, and the vehicle interior side wall 31a is formed. The third dividing region S3 is located adjacent to the vehicle interior side of the first and second dividing regions S1 and S2, and is partitioned from the first and second dividing regions S1 and S2 by the vehicle interior side wall 31 a.

In a state where the inner window frame 30 and the guide rail 31 are combined, the outer peripheral side wall 31c of the guide rail 31 projects further toward the vehicle exterior side than the outer peripheral extension 30g of the inner window frame 30, and a positioning portion 31c1 (see fig. 9 to 11) located on the inner peripheral side of the step portion 30c is formed. Further, a holding recess U1 that opens to the vehicle exterior side with the vehicle exterior extended portion 30h and the positioning portion 32c1 of the step portion 30c as both side walls and the peripheral extended portion 30g as a bottom is formed on the outer side (vehicle exterior side and outer peripheral side) of the frame portion 30a (see fig. 9 to 11).

A cover wall 31e formed continuously with the outer peripheral side wall 31c in the guide rail 31 is separated from and opposed to the window glass W on the vehicle interior side. The cover wall 31e is located further toward the vehicle exterior side than the outer peripheral extension 30g, and a gap U2 (see fig. 9 to 11) communicating with the holding recess U1 is formed between the vehicle interior side surface W2 of the window glass W and the cover wall 31 e.

The garnish 32 is an elongated member that covers the vehicle exterior side of the exterior portion 30b and extends in the longitudinal direction of the pillar sash 12, and has a vehicle exterior side surface 32a that faces the vehicle exterior side and a vehicle interior side surface 32b that faces the vehicle interior side and faces the exterior portion 30 b. In the inner and outer peripheral directions, the garnish 32 has a width covering the entire exterior portion 30 b. An inner peripheral edge portion 32c and an outer peripheral edge portion 32d, which are curved (bent) toward the vehicle interior side and protrude further toward the vehicle interior side than the vehicle interior side surface 32b, are provided at the inner peripheral edge portion and the outer peripheral edge portion of the garnish 32.

More specifically, as shown in fig. 10 and 11, the inner peripheral edge portion 32c of the garnish 32 has an inner peripheral side surface 32e facing the inner peripheral side, an outer peripheral side surface 32f facing the outer peripheral side, and an end surface 32g facing the vehicle interior side. The inner peripheral surface 32e is a surface continuous with the vehicle exterior surface 32a, has an inclined shape that protrudes toward the inner peripheral side as the vehicle interior side becomes more, and has a curved shape that is convex toward the inner peripheral side (particularly, a curved surface that is convex in a predetermined region from a portion connected to the vehicle exterior surface 32 a). The outer peripheral side surface 32f is a surface continuous with the vehicle inner side surface 32b, has an inclined shape that protrudes toward the inner peripheral side as it goes toward the vehicle inner side, and has a curved shape that is concave toward the inner peripheral side (particularly, a predetermined region is a concave curved surface from a portion connected to the vehicle inner side surface 32 b). The end surface 32g connects the vehicle interior end portions of the inner peripheral side surface 32e and the outer peripheral side surface 32f, and has a planar shape facing the vehicle interior.

The boundary portion between the external portion 30b and the vehicle exterior extension portion 30h of the inner sash 30 has a curved shape, and the curved shapes of the inner peripheral side surface 32e and the outer peripheral side surface 32f of the inner peripheral portion 32c are formed along the curved shape of the inner sash 30. Further, a part of the front end side of the inner peripheral edge portion 32c including the end surface 32g is positioned on the inner peripheral side of the vehicle exterior extending portion 30h and enters the inside of the holding recessed portion U1. The vehicle exterior side surface 32a of the garnish 32 is located substantially at the same position as the vehicle exterior side surface W1 of the window glass W in the vehicle interior-exterior direction, and the end surface 32g is located near the vehicle interior side surface W2 of the window glass W in the vehicle interior-exterior direction.

The garnish 32 is a molded article made of a material such as a synthetic resin, and is molded using a molding die shown in fig. 13. The molding die includes an upper die 80 and a lower die 81 which are relatively movable in a front-rear direction of the garnish 32 with the exterior side surface 32a and the interior side surface 32b as front-rear sides (corresponding to a vehicle interior-exterior direction in a state where the garnish 32 is assembled to the pillar sash 12).

The upper mold 80 includes a planar first forming region 80a forming the vehicle exterior side surface 32a of the garnish 32, and a second forming region 80b continuously curved in a concave shape with the first forming region 80a and extending to form a part of the inner peripheral side surface 32 e. The lower mold 81 has a planar first forming region 81a forming the vehicle interior side surface 32b of the garnish 32, a second forming region 81b continuously bent in a convex shape with the first forming region 81a and extending to form the outer peripheral side surface 32f, a third forming region 81c continuously forming the end surface 32g with the second forming region 81b, and a fourth forming region 81d continuously forming a part of the inner peripheral side surface 32e with the third forming region 81 c. The upper die 80 has an abutting surface 80c continuous with the second forming region 80b, and the lower die 81 has an abutting surface 81e continuous with the fourth forming region 81 d. The abutting surface 80c and the abutting surface 81e are flat surfaces facing each other in the contact/separation direction of the upper die 80 and the lower die 81.

As shown in fig. 13, after the positioning is performed so that the second forming region 80b and the fourth forming region 81d are continuous, the upper die 80 and the lower die 81 are brought close until the butting surface 80c abuts against the butting surface 81 e. Then, the garnish 32 is molded by the inner surfaces (the respective forming

regions

80a, 80b, 81a, 81b, 81c, 81d) of the upper mold 80 and the lower mold 81. Although not shown, the inner surfaces of the upper mold 80 and the lower mold 81 are provided with regions for forming the outer peripheral edge portion 32d, and not only the inner peripheral edge portion 32c but also the outer peripheral edge portion 32d is formed by the upper mold 80 and the lower mold 81.

When the upper die 80 and the lower die 81 are separated in the front-rear direction of the garnish 32 after the molding, a parting line L1 (see fig. 13) is formed in a portion of the inner peripheral edge portion 32c of the garnish 32, which corresponds to the boundary between the abutting surface 80c and the abutting surface 81 e. The parting line L1 is located on the vehicle interior side with respect to an intersection K1 (see fig. 13) where an imaginary line (imaginary plane) extending the vehicle interior side surface 32b of the garnish 32 intersects the inner peripheral side surface 32 e.

The garnish 32 may be made of metal (e.g., a roll-formed product of a steel plate, a die-cast product of an aluminum alloy, etc.) in addition to synthetic resin.

The elastic cover 33 is an elongated member made of an elastic body, and extends in the longitudinal direction of the pillar sash 12 adjacent to the inner peripheral side of the garnish 32. The elastic cover 33 has a hollow portion 33a having a hollow cross-sectional shape, and a cantilever-shaped flange portion 33b projecting from the hollow portion 33a toward the inner peripheral side.

Fig. 10 shows a shape of the elastic cover 33 in an initial state (free state) in which the pressing by the window glass W and the garnish 32 is not applied. Each part of the elastic cover 33 in this initial state has the following shape and structure.

The hollow portion 33a of the elastic cover 33 has an internal space of a closed cross-sectional structure surrounded by the vehicle exterior wall 33c, the inner peripheral wall 33d, the outer peripheral wall 33e, the outer peripheral projecting wall 33f, the vehicle interior wall 33g, the inner peripheral side base wall 33h, and the outer peripheral side base wall 33 i.

The vehicle exterior side wall 33c is located on the vehicle exterior side, and has a positional relationship with the vehicle exterior side surface W1 of the window glass W and the vehicle exterior side surface 32a of the garnish 32 in the inner and outer circumferential directions. The inner peripheral side wall 33d extends from an inner peripheral end of the vehicle exterior side wall 33c to the flange portion 33b, and is located at a position facing the edge surface W3 of the window glass W in the inner and outer peripheral directions. The outer peripheral side wall 33e and the outer peripheral projecting wall 33f are formed in an L shape along the inner peripheral edge portion 32c of the garnish 32, the outer peripheral side wall 33e faces the inner peripheral side surface 32e, and the outer peripheral projecting wall 33f faces the end surface 32 g.

The vehicle interior side wall 33g abuts the outer peripheral extension 30g of the inner window frame 30. The position of the elastic cover 33 (particularly the hollow portion 33a) in the vehicle interior-exterior direction is determined by the abutment of the vehicle interior side wall 33g against the outer peripheral extension portion 30 g. In the door corner 10d provided with the link member 35, the vehicle interior side wall 33g also abuts against the bent portion 35h of the link member 35 (see fig. 16 to 18).

The inner peripheral side base wall 33h is formed at a corner between the inner peripheral side end of the vehicle inner wall 33g and the flange portion 33b, and abuts against the positioning portion 31c1 of the guide rail 31. The outer peripheral base wall 33i connects the outer peripheral projecting wall 33f and the outer peripheral end of the vehicle interior wall 33g, and has an inclined shape that projects toward the outer peripheral side as going from the vehicle interior side (the vehicle interior wall 33g) toward the vehicle exterior side (the outer peripheral projecting wall 33 f). In a state where the inner peripheral side base wall 33h is in contact with the positioning portion 31c1, the shape and size of the hollow portion 33a in an initial state are set (see fig. 10) so that the outer peripheral side base wall 33i is separated from the step portion 30c (a triangular space is formed between the outer peripheral side base wall 33i and the outer extended portion 30g and the outer extended portion 30 h). That is, the position of the elastic cover 33 in the inner and outer circumferential directions is determined by the abutment of the inner circumferential side base wall 33h against the positioning portion 31c 1.

In the hollow portion 33a, the vehicle exterior side wall 33c, the inner peripheral side wall 33d, the outer peripheral side wall 33e, and the outer peripheral projecting wall 33f have a large wall thickness and a small wall thickness, respectively, of the inner peripheral side base portion wall 33h and the outer peripheral side wall 33 g. In other words, the hollow portion 33a has a large wall thickness in the holding recess U1 at the portion held (positioned) in contact with the inner sash 30 and the guide rail 31, has excellent stability, has a small wall thickness at the portion sandwiched between the window glass W and the garnish 32, and is likely to be elastically deformed.

The flange portion 33b of the elastic cover 33 extends from between the inner peripheral side wall 33d of the hollow portion 33a and the inner peripheral side base wall 33h toward the inner peripheral side. A predetermined range of the flange portion 33b on the proximal end side connected to the hollow portion 33a is inserted into the gap U2 between the window glass W and the cover wall 31e, and the distal end portion of the flange portion 33b protrudes inward from the gap U2.

As shown in fig. 10, in the flange portion 33b in the initial state (free state), the vehicle interior side surface 33j facing the cover wall 31e has a planar shape along the cover wall 31e, and the vehicle exterior side surface 33k facing the vehicle interior side surface W2 of the window glass W has a concave-convex shape. More specifically, a base end portion of the vehicle exterior surface 33k close to the hollow portion 33a (inner peripheral side wall 33d) is concave recessed toward the vehicle interior side, and a portion on the inner peripheral side of the concave portion is convex bulging toward the vehicle exterior side. The thickness of the convex portion of the flange portion 33b in the vehicle interior-exterior direction is larger than the width of the gap U2.

The portion of the flange portion 33b projecting inward from the gap U2 is elastically deformable. The protruding portion of the flange portion 33b has a shape that is curved so as to protrude toward the vehicle interior side as it goes toward the inner peripheral side, and the front end of the flange portion 33b is positioned near the front end of the holding wall 31g of the guide rail 31.

As shown in fig. 10, in the elastic cover 33 in the initial state (free state), a part of the inner peripheral side wall 33d (a region close to the flange portion 33 b) in the hollow portion 33a and a convex portion of the vehicle exterior side surface 33k of the flange portion 33b are in a superposed relationship with the window glass W. Further, a part of the outer peripheral side wall 33e (a region close to the vehicle exterior side wall 33 c) in the hollow portion 33a is in an overlapping relationship with the garnish 32. These overlapped portions of the elastic cover 33 are pressed by the window glass W and the garnish 32 and elastically deformed to have a shape in a holding state shown in fig. 11.

In the holding state of fig. 11, the inner peripheral side wall 33d of the hollow portion 33a of the elastic cover 33 is shaped along the edge surface W3 and is pressed by the window glass W. The pressing force from the window glass W acts to press the hollow portion 33a toward the outer circumferential side of the garnish 32, and the close contact between the outer circumferential side wall 33e and the inner circumferential side surface 32e of the garnish 32 is increased. In addition, the pressing force from the garnish 32 also acts in the inner circumferential direction on the hollow portion 33a, and the inner circumferential side wall 33d is in close contact with the edge surface W3 of the window glass W. Therefore, the hollow portion 33a of the elastic cover 33 elastically deforms in the inner and outer circumferential directions and is in close contact with both the window glass W and the garnish 32, thereby sealing the space between the window glass W and the garnish 32 in a watertight manner. The vehicle exterior side wall 33c of the hollow portion 33a is substantially coplanar with the vehicle exterior side surface W1 of the window glass W and the vehicle exterior side surface 32a of the garnish 32.

Due to the initial inclined shape (see fig. 10), the inner peripheral side wall 33d of the hollow portion 33a receives a pressing force toward the vehicle interior side in addition to the outer peripheral side when pressed in contact with the edge surface W3 of the window glass W. That is, the hollow portion 33a is pressed by the component force toward the outer peripheral side and the component force toward the vehicle interior side from the window glass W. Thereby, the vehicle interior side wall 33g is pressed against the circumferentially extending portion 30 g. This pressing force acts to expand the vehicle interior wall 33g in the inner and outer peripheral directions. Since the inner peripheral side base wall 33h is in contact with the positioning portion 32c1 in the initial state (fig. 10), the inner peripheral side base wall 33h maintains close contact with the positioning portion 32c1 and defines the position of the hollow portion 33a in the inner and outer peripheral directions. On the other hand, between the outer peripheral side base wall 33i and the step portion 30c, a space is left in an initial state (fig. 10), the hollow portion 33a reduces the space between the step portion 30c and the outer peripheral side base wall 33i, and a portion from the outer peripheral side base wall 33i to the outer peripheral projection wall 33f is pressed toward the vehicle exterior extension portion 30 h.

Further, in the held state of the elastic cover 33 shown in fig. 11, the convex portion of the vehicle exterior side surface 33k of the flange portion 33b is pressed by the vehicle interior side surface W2 of the window glass W, and the flange portion 33b is compressed and deformed in the vehicle interior-exterior direction, thereby closing the inside of the gap U2 in a watertight manner. The sealing by the flange portion 33b is performed on the vehicle inside surface W2 of the window pane W in addition to the sealing by the hollow portion 33a in the edge surface W3 of the window pane W, thereby further improving the water tightness between the window pane W and the pillar sash 12.

In particular, in the vehicle door 10 of the present embodiment, as will be described later, the components of the window regulator 40 are incorporated in the pillar sash 12. Therefore, the effectiveness of sealing between the window glass W and the pillar sash 12 in a highly watertight state by the elastic cover 33 is high.

In the elastic cover 33, the portion held in the holding recess U1 and sandwiched between the window glass W and the garnish 32 is the hollow portion 33a, and thus is a sealing member having a cross-sectional structure with excellent stability as compared with a partially opened cross-sectional or cantilever-like form. As a result, variations in the member accuracy and assembly accuracy of the elastic cover 33 and the peripheral members thereof (the inner sash 30, the guide rail 31, the garnish 32, and the like) can be absorbed, and the hollow portion 33a can be reliably brought into close contact with each portion (the step portion 30c, the positioning portion 31c1, the inner peripheral edge portion 32c of the garnish 32) of the window glass W and the pillar sash 12 with an appropriate contact pressure, thereby achieving a high level of water tightness.

In addition, even when the gap between the window glass W and the garnish 32 varies in the inner and outer circumferential directions, the hollow portion 33a can maintain a stable apparent width in the inner and outer circumferential directions.

Further, in the hollow portion 33a in the initial state (fig. 10), a predetermined space is provided between the outer peripheral base wall 33i and the step portion 30c, and the elastic cover 33 is elastically deformed in a direction to reduce the space in the holding state (fig. 11), whereby the accuracy of the variation absorbing performance is improved.

In the hollow portion 33a in the holding state of fig. 11, the outer peripheral side wall 33e and the outer peripheral protruding wall 33f forming a substantially L shape are fitted to the inner peripheral edge portion 32c of the garnish 32, so that higher stability can be obtained. As described above, the hollow portion 33a receives the pressing force from the window glass W toward the outer peripheral side and the vehicle interior side due to the inclined shape of the inner peripheral side wall 33d in the initial state (fig. 10), and the vehicle interior side wall 33g abuts against the outer peripheral extension portion 30g of the inner window frame 30, whereby the movement toward the vehicle interior side is restricted. The outer peripheral projecting wall 33f faces the end face 32g of the inner peripheral edge portion 32c of the garnish 32, and restricts movement (falling-off) of the hollow portion 33a to the vehicle outside. Therefore, the hollow portion 33a is stably held in the vehicle interior and exterior direction.

As will be described in detail later, the first partition S1 of the guide rail 31 is a portion for slidably supporting the

shoes

43 and 44 of the

sliders

45 and 46 for supporting the window glass W. That is, the position of the window glass W in the inner and outer peripheral directions is determined by the inner peripheral side wall 31b and the partition wall 31f of the first partition section S1 constituting the guide rail 31, and the position of the window glass W in the vehicle interior/exterior direction is determined by the vehicle interior side wall 31a and the holding wall 31 g. The positioning portion 31c1 for positioning the elastic cover 33 in the inner and outer circumferential directions is a part of the guide rail 31. That is, both the window glass W and the elastic cover 33 are positioned with reference to the guide rail 31. This stabilizes the positional relationship between the window glass W and the elastic cover 33 (prevents misalignment). When the elastic cover 33 is pressed by the window glass W in the held state (fig. 11) and functions as a sealing member, the positional relationship between the window glass W and the elastic cover 33 is stabilized, the adhesion of the elastic cover 33 to each portion of the window glass W and the pillar sash 12 is stabilized, and high water tightness by the elastic cover 33 can be ensured. Further, as described later, since the elastic cover 33 causes the flange portion 33b to abut against the

sliders

45 and 46, if the positional relationship between the window glass W and the elastic cover 33 is stabilized, the load change with respect to the

sliders

45 and 46 is suppressed, and the sliding performance of the

sliders

45 and 46 with respect to the guide rail 31 is improved.

The garnish 32 and the elastic cover 33 constitute an external appearance of the pillar sash 12 when the door 10 is viewed from the outside of the vehicle. The pillar sash 12 is a so-called flush structure in which the garnish 32 is aligned in a positional relationship substantially close to being coplanar with the vehicle exterior side surface W1 of the window glass W. As described above, the elastic cover 33 is held in a highly precise and stable state in which the hollow portion 33a is less likely to expand toward the outside of the vehicle, and therefore, it has excellent watertight performance, and can form an aesthetic and excellent flush structure appearance together with the window glass W and the garnish 32.

The position of the parting line L1 formed by molding of the garnish 32 is set to be further toward the vehicle interior side than the intersection K1 (the position where the vehicle interior side surface 32b is extended) on the inner peripheral side surface 32e of the inner peripheral edge portion 32c (see fig. 13). Thus, even if there is some deviation in accuracy, the parting line L1 can be reliably covered by the elastic cover 33. Since the parting line L1 does not appear in the appearance, the appearance of the garnish 32 is good, contributing to an improvement in the appearance of the pillar sash 12.

The elastic cover 33 includes a hollow portion 33a directly appearing on the appearance of the pillar sash 12 between the window glass W and the garnish 32, and a flange portion 33b located on the vehicle interior side of the window glass W and covering most of the rail 31 from the vehicle exterior side. Accordingly, the interior structure of the pillar sash 12 is covered with the garnish 32 on the inner peripheral side thereof with little appearance, and excellent appearance can be obtained even in the region where the window glass W and the pillar sash 12 overlap in the vehicle interior-exterior direction.

When the elastic cover 33 is attached to the pillar sash 12, as shown in fig. 12, the window glass W is not present at the cross-sectional position of the pillar sash 12 to be attached. Specifically, the window glass W is lowered to the fully open position (see fig. 20). IN this state, the elastic cover 33 is tilted as shown IN fig. 12 and inserted into the hollow portion 33a IN the direction of arrow IN. The hollow portion 33a enters into the holding recess U1 through between the positioning portion 31c1 of the rail 31 and the inner peripheral edge portion 32c of the garnish 32. At this time, the outer peripheral base wall 33i of the elastic cover 33 abuts against the inner peripheral side surface 32e of the garnish 32. The outer peripheral base wall 33i and the inner peripheral side surface 32e have an inclined shape that presses the hollow portion 33a toward the inner peripheral side as it enters IN the insertion direction (arrow IN). Therefore, the hollow portion 33a is compressed in the inner and outer circumferential directions, and is inserted into the holding recess U1 by passing between the positioning portion 31c 1. Since the outer peripheral base wall 33i and the inner peripheral side surface 32e have smoothly inclined shapes, the hollow portion 33a can be smoothly inserted into the holding recess U1.

After the hollow portion 33a is inserted into the holding recess U1 along arrow IN fig. 12, the elastic cover 33 is rotated clockwise IN fig. 12. Then, the outer peripheral side wall 33e and the outer peripheral projecting wall 33f of the elastic cover 33 are fitted to the inner peripheral edge portion 32c of the garnish 32, and the elastic cover 33 is in a stable holding state as shown in fig. 10. At this time, the positioning portion 31c1 and the inner peripheral edge portion 32c restrict the hollow portion 33a of the elastic cover 33 from falling off from the holding recess U1 toward the inner peripheral side and the vehicle outer side. That is, the hollow portion 33a of the elastic cover 33 is positioned in both the vehicle interior-exterior direction and the interior-exterior circumferential direction with respect to the holding recessed portion U1. Therefore, the attached elastic cover 33 can be stably held by the pillar sash 12 even in a state where the window glass W is opened (a state where the window glass W is omitted from fig. 10).

As described above, the upper sash 11 and the pillar sash 12 have partially different sectional structures. The upper sash 11 and the pillar sash 12 having such different sectional configurations are connected at the door corner 10d via the connecting member 35. The connecting member 35 is a member manufactured by die-casting a metal such as aluminum. The connecting member 35 has a first frame portion 35a located on an extension of the upper sash 11 and a second frame portion 35b located on an extension of the pillar sash 12.

The front end of the first frame portion 35a of the connecting member 35 is a contact end surface 35c that faces the rear end of the sash main body 20 of the upper sash 11. The abutting end surface 35c has a shape including the frame portion 20a and the plate-like portion 20b in the window frame body 20, and a region corresponding to a hollow portion of the frame portion 20a is closed at the abutting end surface 35 c. This enables the rear end surface of the sash body 20 to reliably abut against the abutting end surface 35 c.

An insertion projection 35d (see fig. 6 and 7) is provided so as to project forward from the contact end surface 35 c. The insertion projection 35d has a shape along the inner surface of the hollow frame portion 20a, and the insertion projection 35d is inserted into the frame portion 20a in a state where the rear end surface of the sash body 20 is in contact with the contact end surface 35 c. In this state, the connection member 35 is joined to the sash main body 20 by welding or the like.

In a state where the upper sash 11 is joined to the first sash 35a, a plate-shaped portion 35i continuous with the plate-shaped portion 20b of the upper sash 11 is provided at the upper end of the connecting member 35. The weather strip (not shown) held by the weather strip holding portion 24 of the upper sash 11 extends to the connecting member 35 and is continuously held by the plate-like portion 35 i.

The lower end of the second frame portion 35b in the connecting member 35 has a shape corresponding to a portion of the inner window frame 30 of the pillar window frame 12 other than the exterior portion 30 b. More specifically, the connecting member 35 includes a vehicle inner wall 35e continuous with the vehicle inner wall 30d, an inner peripheral wall 35f continuous with the inner peripheral wall 30e, and an outer peripheral wall 35g continuous with the outer peripheral wall 30 f. Further, a bent portion 35h continuous with a part of the inner peripheral side of the outer peripheral extension portion 30g is provided at the vehicle exterior side end portion of the outer peripheral side wall 35 g.

The inner peripheral side wall 35f of the second frame portion 35b has a locally different wall thickness in the inner and outer peripheral directions. Near the lower end of the second frame portion 35b, the inner peripheral side wall 35f is thick, and an insertion projection 35j (see fig. 6 and 7) projecting downward from the lower end surface of the inner peripheral side wall 35f is provided. The insertion projection 35j has a shape along the inner surface of the frame portion 30a of the inner sash 30, and the insertion projection 35j is inserted into the frame portion 30a in a state where the upper end surface of the inner sash 30 is in contact with the lower end surface of the second frame portion 35 b. In this state, the connecting member 35 is joined to the inner sash 30 by welding or the like.

The exterior portion 30b and the step portion 30c (the entire exterior extension portion 30h and a part of the outer peripheral side of the outer peripheral extension portion 30 g) of the inner sash 30 extend to the upper end of the pillar sash 12. An edge portion of the bent portion 35h of the connecting member 35 abuts against a side abutting surface 30i formed on the step portion 30c and extending in the vertical direction, at a position above a joining portion between the lower end surface of the second frame portion 35b and the upper end surface of the inner frame 30 (see fig. 16 to 18).

As shown in fig. 16 and 17, the vehicle outer end of the inner peripheral side wall 35f abuts against the bent portion 31d of the rail 31, and the position of the connection member 35 in the vehicle inner-outer direction with respect to the inner sash 30 is determined. Further, a third division section S3 surrounded by the vehicle-interior side wall 35e, the inner peripheral side wall 35f, the outer peripheral side wall 35g, and the vehicle-interior side wall 31a of the guide rail 31 is formed inside the second frame section 35b joined to the pillar sash 12, similarly to the general cross-sectional section of the pillar sash 12 (fig. 9).

As described above, the first frame portion 35a and the second frame portion 35b are joined to the sash body 20 and the inner sash 30, respectively, so that the upper sash 11 and the pillar sash 12 are connected via the connecting member 35, forming the door corner portion 10 d.

As shown in fig. 5, the vehicle interior side wall 35e of the connection member 35 has an L-shape extending forward and downward from the vicinity of the upper end of the pillar sash 12 when viewed from the vehicle interior side, and is in substantially coplanar relation with the vehicle interior side wall 20c of the upper sash 11 and the vehicle interior side wall 30d of the pillar sash 12. The inner peripheral side wall 35f of the connecting member 35 extends forward and downward while being curved, and is in substantially coplanar relation with the inner peripheral side wall 20d of the upper sash 11 and the inner peripheral side wall 30e of the pillar sash 12, respectively. Similarly, the outer peripheral side wall 35g of the connecting member 35 extends forward and downward while being bent, and is in substantially coplanar relation with the outer peripheral side wall 20e of the upper sash 11 and the outer peripheral side wall 30f of the pillar sash 12, respectively. That is, the frame portion 20a (excluding the vehicle exterior side wall 20f) of the upper sash 11 and the frame portion 30a of the pillar sash 12 are smoothly connected by the first frame portion 35a and the second frame portion 35b of the connecting member 35.

The connecting member 35 changes the inner shape of the second frame portion 35b according to the difference in vertical position. As shown in fig. 16 and 17, unlike the inner peripheral side wall 30e (see fig. 9) of the inner window frame 30 in the general cross-sectional portion, the thickness of the inner peripheral side wall 35f in the second frame portion 35b gradually increases as it goes from the portion connected to the vehicle inner peripheral side wall 35e toward the vehicle exterior side. Further, in the inner and outer circumferential directions, an inner circumferential side wall 35f overlaps a part of the guide rail 31, and a step 35k having a shape fitting in a corner portion of a boundary between the vehicle inner side wall 31a and the inner circumferential side wall 31b is formed in the inner circumferential side wall 35f (see fig. 16 and 17). Further above the second frame portion 35b, as shown in fig. 18, the inner peripheral side wall 35f extends forward and is continuous with the first frame portion 35 a.

The second frame portion 35b also has a partially different thickness in the vehicle interior-exterior direction with respect to the vehicle interior-side wall 35 e. In the vicinity of the lower end of the second frame portion 35b, the thickness of the vehicle interior side wall 35e is substantially the same as the thickness of the vehicle interior side wall 30d of the inner window frame 30. As shown in fig. 6, 16, and 17, the vehicle interior side wall 35e extends upward while maintaining substantially the same thickness until it approaches the upper end of the pillar sash 12, and secures a large width of the third dividing section S3 in the vehicle interior-exterior direction.

As shown in fig. 6 and 18, a region which is located further above the second frame portion 35b (at a position on the rearward extension of the first frame portion 35 a) and which is continuous with the aforementioned vehicle interior side wall 35e at the upper side is a thick portion 35m, and the thick portion 35m is locally increased in thickness to a position close to the vehicle interior side wall 31a of the guide rail 31. The thick portion 35m forms a seating surface facing the vehicle exterior side, and is provided with a relief recess portion 35n as a part of the third dividing section S3 and a screw hole 35p communicating with the relief recess portion 35n so as to be recessed toward the vehicle interior side from the seating surface. The relief recess 35n is a space having an L-shaped cross-sectional shape, and has a first region located on the vehicle interior side of the first partition S1 and the second partition S2 along the vehicle interior side wall 31a, and a second region extending inward of the vehicle interior side of the portion of the first region corresponding to the first partition S1. The screw hole 35p is a cylindrical hole portion extending inward of the vehicle corresponding to the second divided region S2 in the first region of the relief concave portion 35n, and has a female screw formed on the inner peripheral surface. The escape recess 35n and the screw hole 35p are both bottomed recesses and holes provided recessed from the vehicle exterior side toward the vehicle interior side, and do not penetrate (open) on the vehicle interior side surface of the second frame portion 35 b.

As described above, the connecting member 35 having a complicated structure with different sectional shapes and thicknesses according to the difference in the longitudinal position of the door sash 10b can be manufactured with high accuracy by die casting. Further, since the die-cast connecting member 35 can have the bottomed screw hole 35p, the thick portion 35m, and the like formed therein with high accuracy without forming a die-cut hole for molding or the like on the outer surface, the functional height of the inside and the excellent appearance can be achieved at the same time.

As shown in fig. 4, the pillar window frame 12 further has an inner cover 36 that covers the inner window frame 30 and the connecting member 35 from the vehicle interior side. In the cross-sectional views of the pillar sash 12 (fig. 9 to 11, and 14 to 18), the inner cover 36 is not shown. The inner cover 36 has a frame portion 36a having a cross-sectional shape substantially corresponding to the cross-sectional shape of the frame portion 30a of the inner window frame 30 and the second frame portion 35b of the connecting member 35, and a plate-like portion 36b projecting from the frame portion 36a toward the vehicle exterior.

The plate-shaped portion 36b of the inner cover 36 has a shape continuous with the plate-shaped portion 35i of the connecting member 35. A weather strip holding portion (not shown) made of another member is attached from the plate-like portion 35i to the plate-like portion 36 b. The weather strip is continuously held from the weather strip holding portion 24 (see fig. 2) of the upper sash 11 to the weather strip holding portions on the plate-like portion 35i and the plate-like portion 36b, and is disposed over the entire outer peripheral portion of the door sash 10b including the door corner portion 10 d.

The door 10 includes a window regulator 40 (see fig. 8, 22 to 24) for driving the window glass W to move up and down. The window regulator 40 is assembled to the pillar window frame 12.

The window regulator 40 includes two upper and

lower shoe bases

41 and 42 fixed to the window glass W, and two upper and

lower shoes

43 and 44 attached to the

respective shoe bases

41 and 42 and supported to be slidable in the vertical direction with respect to the guide rail 31. As shown in fig. 8 and 21, the shoe base 41 is attached with the shoe 43 to form the upper slider 45, and the shoe base 42 is attached with the shoe 44 to form the lower slider 46. The guide rail 31 that constitutes the pillar sash 12 together with the inner sash 30 may also function as a guide for guiding the up-and-down movement of the

sliders

45 and 46 in the window regulator 40.

The guide rail 31 is extended longer downward than the inner window frame 30 and the inner cover 36 (see fig. 3 and 4), and the guide rail 31 is exposed in the internal space of the door panel 10a without being surrounded by the inner window frame 30 and the inner cover 36. A motor unit 50 is attached to an exposed portion of the guide rail 31 in the internal space of the door panel 10a, and the motor unit 50 includes a motor M (see fig. 1, 8, and 19) as a drive source in the window regulator 40.

One end portions of a first cord 52 and a second cord 53 are connected to a spool 51 (see fig. 8, 22 to 24) incorporated in the motor unit 50. The first wire 52 extends upward from the drum 51, is wound around a guide pulley 54 rotatably supported near the upper end of the guide rail 31 (at the door corner 10d) to change its direction downward, and is connected from above to the shoe base 41 of the slider 45 at the other end. The second wire 53 extends upward from the reel 51, and the other end is connected to the shoe base 41 of the slider 45 from below.

When the motor M of the motor unit 50 is driven to rotate the drum 51, the winding amounts of the first wire 52 and the second wire 53 with respect to the spiral groove formed on the circumferential surface of the drum 51 change relatively. When the drum 51 is rotated in the first direction to increase the amount of winding of the first wire 52, the slider 45 (shoe base 41) is pulled upward by the first wire 52, and the slider 45 moves upward while the shoe 43 slides along the guide rail 31. When the drum 51 is rotated in the second direction to increase the amount of winding of the second wire 53, the slider 45 (shoe base 41) is pulled downward by the second wire 53, and the slider 45 moves downward while sliding the shoe 43 along the guide rail 31. The

respective threads

52 and 53 opposite to the side where the winding amount increases are drawn out (slackened) from the reel 51 and follow the movement of the slider 45. When the slider 45 moves up and down, the window glass W fixed to the shoe base 41 moves up and down. The slider 46 fixed to the window glass W via the shoe base 42 moves the shoe 44 together with the window glass W while sliding along the guide rail 31, thereby stabilizing the posture of the window glass W. The detailed structure of the window regulator 40 that operates as described above will be described.

Of the elements constituting the slider 45 and the slider 46, the shoe base 41 and the shoe base 42 fixed to the window glass W are rigid bodies made of metal or the like, respectively. The

shoes

43 and 44, which slide and move with respect to the guide rail 31, are formed of synthetic resin or the like having a hardness lower than that of metal or the like constituting the guide rail 31, respectively, to prevent abnormal noise and vibration and to realize smooth movement.

As shown in fig. 8 and 21, the shoe base 41 has a vertically long shape, and includes a glass support portion 41a located on the vehicle outer side, a connecting portion 41b protruding from the glass support portion 41a toward the vehicle inner side, and a shoe support portion 41c provided at the vehicle inner side end of the connecting portion 41 b. As shown in fig. 15 and 16, the glass support portion 41a is a plate-shaped portion having front and rear surfaces (side surfaces) facing the vehicle interior and exterior directions, and the vehicle exterior surface of the glass support portion 41a faces the vehicle interior surface W2 of the window glass W. The connecting portion 41b is a plate-shaped portion that protrudes from the vehicle interior side surface of the glass support portion 41a, and both side surfaces face the inner and outer peripheral directions. That is, the glass support portion 41a and the connecting portion 41b of the shoe base 41 have a substantially T-shaped cross section perpendicular to the longitudinal direction (see fig. 25 a).

The glass support portion 41a and the connecting portion 41b have a load reduction portion 41d and a load reduction portion 41e at both ends in the longitudinal direction, respectively. The surface of the glass support portion 41a facing the vehicle interior side is a tapered surface inclined toward the vehicle exterior side as it goes toward the front end in the vicinity of the end portion in the longitudinal direction, and a portion tapered at the front end (a shape having a gradually decreasing cross-sectional area) by the tapered surface is a load reduction portion 41 d. As shown in fig. 25B, in the vicinity of the end portion in the longitudinal direction of the connection portion 41B, the side surface facing the inner peripheral side and the side surface facing the outer peripheral side are tapered surfaces 41e1 whose mutual intervals become smaller as they go toward the tip, and the portion tapered (having a shape whose sectional area becomes smaller) by these tapered surfaces 41e1 is the load reduction portion 41 e.

The surface of the glass support portion 41a facing the vehicle exterior side is fixed to the vehicle interior side surface W2 of the window glass W by adhesion or the like. A part of the upper end side of the connecting portion 41b increases the amount of protrusion toward the vehicle interior, and passes between the inner peripheral side wall 31b of the guide rail 31 and the holding wall 31g and enters the first partition S1 (see fig. 15 and 16). A shoe support portion 41c is provided at a protruding portion of the connecting portion 41b inserted into the first partition S1. The shoe support portion 41c has an L-shaped cross-sectional shape that bends the vehicle-interior end of the connecting portion 41b toward the outer peripheral side, and a shoe 43 is attached to the shoe support portion 41c (see fig. 15 and 16).

As shown in fig. 8 and 21, the shoe 43 has a vertically long shape, and includes a slide base portion 43a located at the middle in the longitudinal direction, and a first elastic contact portion 43b and a second elastic contact portion 43c projecting from the upper end and the lower end of the slide base portion 43a, respectively. The slide base 43a has a solid structure having a substantially rectangular cross-sectional shape perpendicular to the longitudinal direction of the shoe 43. The shoe support portion 41c is inserted into the slide base portion 43a, and the slide base portion 43a is fixed to the shoe support portion 41c via a connecting pin 47 (see fig. 15).

The first elastic contact portion 43b is an elongated annular body protruding from the upper end surface of the slide base portion 43a, and is shaped to connect a pair of bent portions protruding in the vehicle interior-exterior direction at upper and lower ends, and a hollow portion between the pair of bent portions penetrates in the inner-outer peripheral direction. With this shape, the first elastic contact portion 43b is easily elastically deformed in the vehicle interior-exterior direction.

The second elastic contact portion 43c is an elongated annular portion protruding from the lower end surface of the slide base portion 43a, and has a shape in which a pair of bent portions protruding in the inner and outer circumferential directions are connected at the upper and lower ends, and a hollow portion between the pair of bent portions penetrates in the vehicle interior-exterior direction. With this shape, the second elastic contact portion 43c is easily elastically deformed in the inner and outer circumferential directions.

The shoe 43 is inserted into the first partition S1 of the rail 31 (see fig. 15 and 16). In the shoe base 41, a connecting portion 41b connecting the glass support portion 41a and the shoe support portion 41c passes between the inner peripheral side wall 31b and the retaining wall 31g, and does not interfere with the guide rail 31. The four outer surfaces of the slide base 43a having a rectangular cross section are slidably in contact with the inner wall 31a, the inner wall 31b, the partition wall 31f, and the holding wall 31g of the guide rail 31 surrounding the first partition S1, respectively. Thereby, the shoe 43 is supported slidably in the vertical direction in the first partition S1 while being restricted from moving in the vehicle outer direction and the inner and outer circumferential directions with respect to the guide rail 31.

The first elastic contact portion 43b of the shoe 43 faces the vehicle inner side wall 31a and the holding wall 31g facing each other in the vehicle inner-outer direction in the first partition S1 (see fig. 18). The first elastic contact portion 43b is biased in either of the vehicle interior side and the vehicle interior side, and is maintained in contact with either of the holding wall 31g and the vehicle interior side wall 31 a. This suppresses the wobble of the shoe 43 in the vehicle interior-exterior direction. In the present embodiment, the first elastic contact portion 43b is biased in a direction (vehicle exterior side) of coming into contact with the holding wall 31g (see fig. 18).

The second elastic contact portion 43c of the shoe 43 faces the inner peripheral side wall 31b and the partition wall 31f facing each other in the inner and outer peripheral directions in the first partition S1. The second elastic contact portion 43c is biased in either the inner peripheral side or the outer peripheral side, and is maintained in contact with either the inner peripheral side wall 31b or the partition wall 31 f. This suppresses the backlash of the shoe 43 in the inner and outer circumferential directions.

Since the slide base portion 43a has a solid structure with a large wall thickness and a high hardness as compared with the first elastic contact portion 43b and the second elastic contact portion 43c which are thin and hollow and are easily elastically deformed, the slide shoe 43 can slide with respect to the guide rail 31 while accurately determining the position in any of the vehicle interior/exterior direction and the vehicle exterior/exterior circumferential direction.

The flange portion 33b of the elastic cover 33 is located in the vicinity of the tip on the moving locus of the shoe base 41 in a free state (a state in which the base portion is held only between the vehicle inside surface W2 of the window glass W and the cover wall 31e of the guide rail 31 as shown in fig. 9). Therefore, when the slider 45 is moved up and down while being supported by the guide rail 31 via the shoe 43, the flange portion 33b comes into contact with the shoe base 41 and receives a pressing force, thereby being elastically deformed.

More specifically, fig. 9 to 11 and 14 to 18 show the shape of the flange portion 33b in a free state. Fig. 25 (a) and 25 (B) show the shape of the flange portion 33B in a state of abutting on the shoe base 41. Fig. 25 (a) shows a cross section perpendicular to the longitudinal direction of the shoe base 41, and fig. 25 (B) shows a cross section along the longitudinal direction of the shoe base 41. As shown in fig. 25 (a), the middle portion of the flange portion 33b passes through a position close to the corner portion on the outer peripheral side and the vehicle interior side of the glass support portion 41a, and the tip end portion abuts against the surface on the outer peripheral side of the connecting portion 41 b. The tip end portion is pressed by the shoe base 41, and the flange portion 33b is elastically deformed toward the vehicle inner side and the outer peripheral side with a portion sandwiched between the vehicle inner side surface W2 of the window glass W and the cover wall 31e as a fulcrum. Fig. 25 (a) shows the shape of the flange portion 33b before elastic deformation by a chain line. Since the flange portion 33b initially has a curved shape that is easily elastically deformed in this direction, it can be smoothly deformed without applying an excessive load to the shoe base 41.

Load reducing portions 41e are formed at both ends of the connecting portion 41b, and the connecting portion 41b is a portion where the front end portion of the flange portion 33b is first press-fitted by the shoe base 41 moving up and down. As shown in fig. 25B, the load reduction portion 41e has a tapered shape in which the contact pressure with the flange portion 33B is reduced as the sectional area decreases toward the end portion (traveling direction) of the shoe base 41 by tapered surfaces 41e1 provided on both sides in the inner and outer circumferential directions. Therefore, the moving shoe base 41 always smoothly starts pressing the flange portion 33b with a small load by the load reduction portion 41 e.

Similarly to the load reducing portions 41e of the connecting portion 41b, the load reducing portions 41d provided at both ends of the glass support portion 41a have a function of reducing a load when contacting the flange portion 33 b. As shown by a chain line in fig. 25 (a), the flange portion 33b is designed to be close to but not in contact with the glass support portion 41a in a free state where it is not pressed by the connecting portion 41 b. Therefore, the load reduction portion 41d functions and serves as an auxiliary function only when the flange portion 33b comes into contact with the glass support portion 41a at a position closer to the design position than the position thereof due to variations in accuracy or the like.

As described above, as a result of providing the

load reducing portions

41e and 41d on the shoe base 41, smooth elastic deformation of the flange portion 33b and smooth movement of the shoe base 41 can be achieved without causing hooking or the like between the shoe base 41 and the flange portion 33 b. Further, an effect of suppressing abnormal noise (such as chatter sound of the flange portion 33 b) generated between the shoe base 41 and the flange portion 33b can be obtained. The upper end side load reduction portion 41e and the lower end side load reduction portion 41d contribute to improvement of the roundness of the movement when the shoe base 41 moves upward, and the lower end side load reduction portion 41e and the lower end side load reduction portion 41d contribute to improvement of the roundness of the movement when the shoe base 41 moves downward.

Further, instead of the configuration having the tapered surfaces 41e1 on both the inner and outer circumferential sides as in the load reduction portion 41e, the connection portion 41b of the shoe base 41 may have an asymmetric structure in which the tapered surfaces 41e1 are provided only on the outer circumferential side surface with which the tip end portion of the flange portion 33b abuts.

Like the shoe base 41, the shoe base 42 has a vertically long shape, and includes a glass support portion 42a positioned on the vehicle outer side, a connecting portion 42b protruding from the glass support portion 42a toward the vehicle inner side, and a shoe support portion 42c provided at the vehicle inner side end of the connecting portion 42b (see fig. 8 and 21).

The shoe base 42 has substantially the same structure as the shoe base 41 described above (a structure in which the glass support portion 41a, the connecting portion 41b, and the shoe support portion 41c are vertically inverted), and the arrangement and the function with respect to the guide rail 31 at each portion are the same as those of the shoe base 41, and thus detailed description thereof is omitted. The

load reducing portions

41d and 42e (tapered surfaces 41e2) formed at the upper and lower ends of the glass support portion 42a also function in the same manner as the

load reducing portions

41d and 41e of the shoe base 41. In fig. 25 (a) and 25 (B), the parts of the shoe base 42 corresponding to the shoe base 41 are indicated by brackets.

The shoe 44 has a slide base 44a of a solid configuration, and a first elastic contact portion 44b and a second elastic contact portion 44c that protrude from the lower end and the upper end of the slide base 44a, respectively. The slide base portion 44a, the first elastic contact portion 44b, and the second elastic contact portion 44c have substantially the same structures as the slide base portion 43a, the first elastic contact portion 43b, and the second elastic contact portion 43c of the shoe 43 described above (structures in which the first elastic contact portion 43b and the second elastic contact portion 43c are vertically replaced), and the arrangement and the function with respect to the guide rail 31 at each portion are the same as those at the shoe 43 side, and thus detailed description thereof is omitted.

As described above, the lower slider 46 has the same basic structure as the upper slider 45. Fig. 15 shows a cross-sectional position passing through the slider 45, and reference numerals indicating components of the slider 46 are shown in parentheses in order to indicate that the slider 46 is also guided by the guide rail 31.

As shown in fig. 20, the shoe base 41 of the slider 45 and the shoe base 42 of the slider 46 are supported along the rear edge side of the pillar sash 12 in the window glass W, respectively. The glass support portion 41a of the shoe base 41 located above is fixed to the window glass W over a range E1 (fig. 20) in the vertical direction downward from the vicinity of the upper end of the rear edge of the window glass W. The glass support portion 42a of the lower shoe base 42 is fixed to the window glass W over a range E2 (fig. 20) in the vertical direction from the vicinity of the lower end of the rear edge of the window glass W toward the upper side.

In this way, the slider 45 and the slider 46 constituting the window regulator 40 support the window glass W at positions largely separated in the vertical direction, and therefore the positional accuracy and stability of the window glass W are extremely high at the portion along the pillar sash 12. In particular, as shown in fig. 20, the window glass W is longer in the vertical direction along the rear edge portion of the pillar sash 12 than along the front edge portion of the front sash 13. By arranging the slider 45 and the slider 46 separately in the vicinity of the upper end and the vicinity of the lower end of the trailing edge portion of the window glass W, the effective support length in the vertical direction of the window glass W becomes extremely large, and sufficient stability and support strength can be obtained even in a structure in which the window glass W is supported only by one edge portion in the front-rear direction.

Further, a shoe 43 is provided at an upper end of the upper slider 45 close to the shoe base 41, and a shoe 44 is provided at a lower end of the lower slider 46 close to the shoe base 42 (see fig. 8, 21, 23, and 24). Thereby, the maximum shoe pitch (the vertical distance between the two shoes 43 and 44) is obtained within the vertical range in which the shoe bases 41 and 42 are provided. As the shoe pitch is larger, the inclination of the window glass W with respect to the guide rail 31 (particularly, the inclination in the inner and outer circumferential directions) is more easily suppressed, and high-precision support and high stability of the window glass W can be obtained.

In this way, the pillar sash 12 that supports the window glass W with excellent accuracy and stability is not provided with an elastic member that sandwiches and holds the window glass W in the vehicle interior-exterior direction, such as the glass run channel 23 of the upper sash 11. The elastic cover 33, with which the rear edge of the window glass W is in contact, can provide waterproofing between the window glass W and the pillar sash 12 (garnish 32), and also functions as an appearance constituting part of the pillar sash 12, and can be formed into a small and simple cross-sectional shape as compared with the glass run channel 23.

As shown in fig. 8 and 21, the shoe base 41 constituting the upper slider 45 further includes a portion connecting the first wire 52 and the second wire 53. A pair of upper and lower arm portions projecting laterally from the connecting portion 41b are provided below the shoe support portion 41c (see fig. 8), and a wire end support portion 41f and a wire end support portion 41g are provided at the tip end of each arm portion. The wire

end support portions

41f, 41g are respectively formed integrally with the main body portion of the shoe base 41.

In a state where the shoe 43 is inserted into the first divided region S1 of the rail 31, the wire end support portion 41f and the wire end support portion 41g enter the second divided region S2, respectively (see fig. 17). A wire insertion hole 41h and a wire insertion hole 41i penetrating in the vertical direction are formed in each of the wire

end support portions

41f and 41 g. Both the wire insertion hole 41h and the wire insertion hole 41i are closed-section holes that are open only at both ends in the vertical direction and do not have openings to the sides (the vehicle interior-exterior direction and the interior-exterior circumferential direction).

The first cord 52 is inserted into the cord insertion hole 41h of the cord end support portion 41f, and the cord end 55 to which the end of the first cord 52 is connected is located below the cord end support portion 41 f. The first wire 52 passes through the wire insertion hole 41h and extends upward through the second dividing section S2. An upper end surface (an end surface on the side to which the first string 52 is connected) of the string end 55 abuts against a lower end surface of the string end support portion 41f, and upward movement of the string end 55 relative to the shoe base 41 is restricted (this force is transmitted to the shoe base 41 when the string end 55 is pulled upward).

The wire end 55 has a flange with a large diameter near the lower end, and a compression spring 56 is inserted between the flange and the wire end support portion 41 f. The line end 55 is biased downward with respect to the shoe base 41 by the compression spring 56, and slack of the first line 52 is removed by this biasing force.

The second cord 53 is inserted into the cord insertion hole 41i of the cord end support portion 41g, and the cord end 57 to which the end of the second cord 53 is connected is positioned above the cord end support portion 41 g. The second wire 53 passes through the wire insertion hole 41i and extends downward through the second divided area S2. The lower end surface (the end surface on the side to which the second wire 53 is connected) of the wire end portion 57 abuts against the upper end surface of the wire end portion support portion 41g, and the downward movement of the wire end portion 57 with respect to the shoe base 42 is restricted (this force is transmitted to the shoe base 41 when the wire end portion 57 is pulled downward).

The wire end 57 has a flange with a large diameter near the upper end, and a compression spring 58 is inserted between the flange and the wire end support portion 41 g. The line end 57 is biased upward with respect to the shoe base 41 by the compression spring 58, and slack of the second line 53 is removed by this biasing force.

The first divided region S1 into which the

shoes

43 and 44 are inserted and the second divided region S2 in which the line

end support portions

41f and 41g of the shoe bases 41 and 42 are arranged are located on the vehicle outer side with respect to the vehicle inner side wall 31a of the guide rail 31. On the other hand, the motor unit 50 is attached to the vehicle interior side surface of the vehicle interior side wall 31a of the guide rail 31 in the door panel interior space below the belt line reinforcement 16.

As shown in fig. 8, the motor unit 50 includes a driving portion 50a having a motor M, a reduction gear mechanism, and the like, and a drum housing 50b rotatably housing the drum 51. A slit through which a first cord 52 and a second cord 53 extending from a spool 51 pass is formed in the circumferential surface of the drum housing 50 b. When the driving portion 50a and the drum housing 50b are combined, the driving shaft 50c on the driving portion 50a side is coupled to the shaft hole of the drum 51, and the driving force of the motor M is transmitted to the drum 51.

The motor unit 50 is fixed to the guide rail 31 by bringing upper and

lower brackets

50d and 50e provided on the tubular case 50b into contact with the surface of the vehicle interior side wall 31a and fixing the contact portions by bolts. When the motor unit 50 is fixed, the rotation center of the drum 51 (the axis of the drive shaft 50c) is directed in the inner and outer circumferential directions.

A through hole 31h is formed in the vehicle inner wall 31a of the guide rail 31 between fastening positions of the bracket 50d and the bracket 50e in the vertical direction (see fig. 8 and 22). The through-hole 31h is provided in a region (a region on the outer peripheral side in the inner peripheral direction) of the vehicle interior side wall 31a where the second divided region S2 is formed.

A wire guide member 60 and a wire guide member 61 are attached to the vehicle inner wall 31a of the guide rail 31 at a position slightly above the through hole 31 h. The wire guide member 60 and the wire guide member 61 are fixed to the vehicle inner side wall 31a together with the bracket 50d of the tube housing 50b using the bolt 70.

The wire guide member 60 is fixed to the vehicle interior side of the bracket 50d in an overlapping manner, and through holes through which the bolts 70 are inserted are formed in the wire guide member 60 and the bracket 50d, respectively. The wire guide member 61 is positioned in the second divided region S2 of the guide rail 31, and is fixed in contact with the vehicle outer surface of the vehicle inner side wall 31 a. The wire guide member 61 has a screw hole facing the vehicle interior side, and a through hole communicating with the screw hole is formed in the vehicle interior side wall 31 a. The bolt 70 has a screw portion inserted into each through hole of the wire guide member 60, the bracket 50d, and the vehicle interior side wall 31a from the vehicle interior side, and the screw portion is screwed into the screw hole of the wire guide member 61. The tip of the screw portion of the bolt 70 in the fixed state is positioned in the screw hole of the wire guide member 61 and is not exposed in the second divided area S2 of the guide rail 31 (see fig. 22). That is, the bolt 70 does not interfere with the respective line

end support portions

41f, 41g and the

respective lines

52, 53 of the shoe base 41 passing through the second divided region S2.

The wire guide member 60 is provided with an arm portion 60a extending upward from a fastening position by the bolt 70. The upper end of the arm portion 60a is fixed to the guide rail 31 by a bolt different from the bolt 70. The arm portion 60a is formed with a guide groove 60b extending in the up-down direction. The guide groove 60b is a bottomed groove that opens toward the vehicle exterior side, and faces the vehicle interior side surface of the vehicle interior side wall 31a of the guide rail 31 at a predetermined interval (see fig. 22).

As shown in fig. 22, a guide groove 61a extending in the vertical direction is formed in the wire guide member 61. The guide groove 61a is a bottomed groove that opens toward the vehicle outside. A stopper surface 61b is formed at the upper end of the wire guide member 61. When the shoe base 41 moves downward in the second divided region S2 of the guide rail 31, the lower end surface of the lower wire end support portion 41g abuts against the stopper surface 61b, and further downward movement of the shoe base 41 is restricted (see fig. 24). By this contact, the downward moving end (bottom dead center) of the window glass W supported by the shoe base 41 is determined.

The bracket 50e on the lower side of the cylinder case 50b is fixed to the guide rail 31 via a bolt 71 and a nut 72. The bolt 71 has a screw portion inserted from the vehicle exterior side into a through hole formed in the bottom portion of the second divided section S2 in the vehicle interior side wall 31a and a through hole formed in the bracket 50d, and is screwed to the nut 72. The head of the bolt 71 is located in the second divided region S2. The fastening position by the bolt 71 is a position lower than the drum 51 in the drum case 50 b. Therefore, the respective line

end support portions

41f and 41g and the

respective lines

52 and 53 of the shoe base 41 passing through the second divided region S2 do not reach the head of the bolt 71, and there is no possibility of interference with the bolt 71 (see fig. 22).

Near the upper end of the guide rail 31, a pulley bracket 62 is fixed by bolts to the vehicle interior surface of the vehicle interior wall 31 a. The guide pulley 54 is rotatably supported by the pulley bracket 62 via a pulley pin 62 a. The guide pulley 54 is a disc-shaped member having a wire guide groove formed annularly on the outer periphery thereof, and the rotation center of the guide pulley 54 (the axis of the pulley pin 62a) is directed in the inner and outer peripheral directions in a state where the pulley bracket 62 is fixed to the guide rail 31.

As shown in fig. 8, a through hole 31i penetrating the vehicle interior wall 31a is formed in the guide rail 31 in the vicinity of the mounting position of the pulley bracket 62. The through-hole 31i is provided in a region of the vehicle interior side wall 31a where the second divided region S2 is formed (a region on the outer peripheral side in the inner and outer peripheral direction), and the second divided region S2 and the third divided region S3 are communicated with each other through the through-hole 31 i. As shown in fig. 16, the pulley pin 62a is positioned in the third segment S3, and the guide pulley 54 is disposed across the second segment S2 and the third segment S3 with the through hole 31i extending in the vehicle interior-exterior direction in the radial direction orthogonal to the axis of the pulley pin 62 a.

In the door corner portion 10d where the guide pulley 54 is mounted, the guide rail 31 and the connecting member 35 are combined. The guide pulley 54 and the pulley bracket 62 are disposed so as to be accommodated in a space surrounded by the vehicle inner side wall 35e, the inner peripheral side wall 35f, and the outer peripheral side wall 35g in the second frame portion 35b of the connecting member 35, and so as not to be exposed to the outside of the pillar sash 12.

More specifically, the pulley bracket 62 is vertically long (see fig. 6, 8, and 22 to 24), and has an L-shape in plan view (or in cross section perpendicular to the longitudinal direction) including a plate-shaped pulley support portion 62b extending in the vehicle interior-exterior direction, and a pair of upper and

lower support seats

62c and 62d extending from the vehicle exterior end portion of the pulley support portion 62b to the outer peripheral side (see fig. 17 and 18). The receiving

seats

62c and 62d contact the inner surface of the vehicle inner wall 31a of the guide rail 31. The receiving base 62c and the receiving base 62d are vertically separated from each other, and a through hole 31i is formed in the vehicle inner wall 31a between positions where the receiving base 62c and the receiving base 62d abut against each other. The pulley pin 62a is supported by the pulley support portion 62b at a position in the vertical direction between the support base 62c and the support base 62d (see fig. 6).

At the cross-sectional position of fig. 18 where the upper support seat 62c of the pulley bracket 62 is attached to the guide rail 31, the thick portion 35m of the connecting member 35 is disposed on the vehicle inner side of the vehicle inner side wall 31a, and the relief recess 35n and the screw hole 35p are formed in the thick portion 35 m. The support seat 62c is sandwiched between the vehicle inner wall 31a and the thick portion 35m, is positioned in the relief recess 35n, and has a surface facing the vehicle inner side abutting against the thick portion 35 m. Through holes communicating with the screw holes 35p are formed in the support base 62c and the vehicle interior wall 31a, respectively. The screw portion of the bolt 73 is inserted into these through holes from the vehicle exterior side toward the vehicle interior side and screwed into the screw hole 35 p. The head of the bolt 73 is positioned in the second divided region S2 of the guide rail 31, and the head is screwed to the vehicle outer side surface of the vehicle inner wall 31a with a predetermined pressure until the head abuts against the vehicle inner wall. Thus, the support base 62c is sandwiched and fixed between the vehicle inner wall 31a and the thick portion 35 m.

That is, the thick portion 35m provided inside the second frame portion 35b (the third section S3) of the connecting member 35 serves as a support seat surface, and the screw hole 35p is recessed in the support seat surface, thereby constituting a mounting portion of the support seat 62c for mounting the pulley bracket 62. This mounting portion is a structure in which the support base 62c is supported by the thick portion 35m having high rigidity, and the bolt 73 is screwed into the screw hole 35p formed in the thick portion 35m, and therefore, the bonding strength is excellent. Further, since the bolt 73 is directly screwed into the connecting member 35, the assembling workability of the member inside the door corner portion 10d having a complicated shape is also excellent.

As shown in fig. 6 and 23, the support base 62c is fixed by two bolts 73. The upper bolt 73 is screwed into the screw hole 35p of the connection member 35 as described above. The threaded portion of the lower bolt 73 is inserted into the space below the thick portion 35m (the internal space of the second frame portion 35b of the connecting member 35) through the through-holes of the support base 62c and the vehicle inner wall 31a, and is screwed with the nut 77.

At the fastening position of the pulley bracket 62 by the upper bolt 73 (fig. 18), the pulley support portion 62b and the support base 62c are positioned in the escape recess 35n, and the pulley bracket 62 does not interfere with the thick portion 35m and is not exposed to the external appearance of the pillar sash 12.

The pulley bracket 62 is fastened by the bolts 73 at a position above the guide pulley 54. Therefore, the respective line

end support portions

41f and 41g and the

respective lines

52 and 53 of the shoe base 41 in the second divided region S2 do not reach the head portions of the respective bolts 73, and there is no possibility that interference with the bolts 73 occurs.

At the cross-sectional position of fig. 17 where the lower support base 62d of the pulley bracket 62 is attached to the guide rail 31, the connecting member 35 does not have the thick portion 35m, and the third dividing section S3 is widened in the vehicle interior-exterior direction. The nut 75 separate from the connection member 35 is disposed in the third divided section S3, and the support base 62d is fastened to the rail 31 using the bolt 74 screwed to the nut 75. Through holes communicating with the screw holes of the nuts 75 are formed in the support base 62d and the vehicle interior wall 31a, respectively, and the screw portions of the bolts 74 are inserted into these through holes from the vehicle exterior side (the second division section S2 side) toward the vehicle interior side and screwed into the screw holes of the nuts 75. The head of the bolt 74 is screwed into the vehicle outer surface of the vehicle inner wall 31a with a predetermined pressure until it abuts against the surface.

At the fastening position of the pulley bracket 62 by the bolt 74, the pulley support portion 62b, the support seat 62d, and the nut 75 are accommodated in the third divided region S3, and the pulley bracket 62 and the nut 75 are not exposed in appearance. Since the bolt 74 is a countersunk screw that hardly protrudes from the vehicle interior side wall 31a toward the vehicle exterior side head, the respective line

end support portions

41f and 41g and the

respective lines

52 and 53 of the shoe base 41 in the second divided region S2 do not interfere with the head of the bolt 74.

As described above, the guide pulley 54 assembled to the guide rail 31 (and the connecting member 35) via the pulley bracket 62 is disposed through the through hole 31i over the second partition S2 and the third partition S3 by setting the axial direction of the pulley pin 62a, which is the rotation center, to the inner and outer circumferential directions (see fig. 16). Thereby, the first wire 52 can be guided to the wire end supporting portion 41f of the shoe base 41 located in the second divided region S2 and the drum 51 located below the third divided region S3 via the guide pulley 54.

The depth of the frame portion 30a of the inner frame 30 and the second frame portion 35b of the connecting member 35 in the pillar sash 12 in the vehicle interior-exterior direction is larger than the width in the vehicle interior-exterior direction (see fig. 9, 14 to 17). The guide pulley 54 is flat with a diameter larger than the thickness in the axial direction, and is disposed across the second section S2 and the third section S3 in the second frame portion 35b so as to be oriented in the radial direction toward the inside and the outside of the vehicle, so that it can be housed in the connecting member 35 in a space-saving manner.

As shown in fig. 16 and 17, in the portion where the connecting member 35 is provided, the region near the inner periphery in the third divided region S3 (the region on the vehicle interior side of the first divided region S1) is slightly narrowed by the presence of the thick inner peripheral side wall 35 f. However, the region near the outer periphery in the third section S3 (the region on the vehicle interior side of the second section S2) is kept at a width approximately equal to the width of the portion where the inner sash 30 is provided (see fig. 9, 14, and 15). Therefore, by disposing the guide pulley 54 at a position in the third section S3 close to the outer peripheral region, the guide pulley 54 having a large diameter with its outer peripheral portion positioned closest to the vehicle inner side wall 35e can be used, and the guide pulley 54 can be accommodated in the second frame portion 35 b. In other words, it is possible to achieve the guiding of the first wire 52 between the second and third divisions S2 and S3 crossing the vehicle inside wall 31a of the guide rail 31, and to use the guide pulley 54 of the highest-order size housed within the second frame portion 35b of the connecting member 35. The guide pulley 54 has a large diameter (radius of curvature) and is advantageous in reducing resistance and smoothness of operation when driving the window regulator 40 because the guided first wire 52 is bent gently.

As shown in fig. 8 and 22, a wire pressing member 63 is further attached to the guide rail 31 between a position where the motor unit 50 is attached in the vertical direction and a position where the guide pulley 54 (pulley bracket 62) is attached (substantially equidistant from the guide pulley 54 and the drum 51). The wire pressing member 63 is provided in a general cross-sectional portion of the pillar sash 12 formed by the inner sash 30 and the guide rail 31, and the wire pressing member 63 is housed inside the third section S3 (at a position on the vehicle interior side with respect to the second section S2) (see fig. 14).

The wire pressing member 63 is fixed by being fixed by bolting in contact with the surface of the vehicle inner side wall 31a of the guide rail 31. A screw hole is formed in the wire pressing member 63 toward the vehicle outer side, and a through hole communicating with the screw hole of the wire pressing member 63 is formed in a region of the vehicle inner side wall 31a of the guide rail 31 where the second dividing section S2 is formed. The thread portion of the bolt 76 is inserted into the through hole from the vehicle exterior side and is screwed into the threaded hole of the wire pressing member 63, whereby the wire pressing member 63 is fixed to the guide rail 31 (see fig. 23). Four bolts 76 are used which are different in position in the up-down direction. Since each bolt 76 is a countersunk screw that hardly protrudes from the vehicle interior side wall 31a toward the vehicle exterior side head, the line

end support portions

41f, 41g, and the

lines

52, 53 passing through the shoe base 41 in the second divided region S2 do not interfere with the head of each bolt 76 (see fig. 14).

The wire pressing member 63 has a guide groove 63a extending in the vertical direction with the longitudinal direction directed in the vertical direction. As shown in fig. 23, the guide groove 63a is a bottomed groove that opens toward the vehicle exterior side, and a predetermined gap is present between the bottom surface of the guide groove 63a and the vehicle interior side wall 31a of the guide rail 31.

In the window regulator 40, the

respective wires

52, 53 are arranged as follows. As a premise, the door 10 has a curved outer surface shape that is convex toward the vehicle exterior side, and correspondingly, the inner sash 30 and the guide rail 31 of the pillar sash 12 have curved shapes in which the middle portions in the longitudinal direction (vertical direction) protrude toward the vehicle exterior side with respect to the upper and lower end portions (see fig. 4).

In the spool 51, a position (indicated as a winding start point P1 in fig. 22) at which winding (introduction) of the second wire 53 into the spiral groove starts is set to be located on the vehicle outer side with respect to the drive shaft 50c as the rotation center. As shown in fig. 22, the second wire 53 extends obliquely upward from the winding start point P1, and is guided into the second compartment S2 through the through hole 31h of the guide rail 31. The second wire 53 entering the second divided section S2 is inserted into the guide groove 61a of the wire guide member 61 located slightly above the through hole 31 h. The second wire 53 is restricted from swinging in the inner and outer circumferential directions by both side surfaces of the guide groove 61 a.

The bottom surface of the guide groove 61a of the wire guide member 61 is a curved surface that is convex toward the vehicle exterior side, and has a curvature larger than the vehicle interior side wall 31 a. If the second wire 53 that has passed through the through hole 31h of the guide rail 31 is directly along the vehicle interior wall 31a without using the wire guide member 61, the second wire 53 may be rubbed against the edge portion (particularly, the upper edge portion) of the through hole 31h and damaged. The second wire 53 is supported on the bottom surface of the guide groove 61a, and the second wire 53 is passed through a position away from the vehicle interior side wall 31a toward the vehicle exterior side, thereby preventing the second wire 53 from rubbing against the edge portion of the through hole 31 h.

When the bottom surface of the guide groove 61a is positioned lower (closer to the vehicle interior) than the vehicle interior wall 31a, the entry angle of the second wire 53 from the spool 51 side with respect to the through hole 31h becomes smaller, and the wire can be guided to the second divided area S2 with a smooth trajectory. On the other hand, the second wire 53 easily rubs against the edge portion of the through hole 31 h. When the bottom surface of the guide groove 61a is positioned higher (closer to the outside of the vehicle) than the vehicle inside wall 31a, the angle of entry of the second wire 53 from the spool 51 side with respect to the through hole 31h becomes larger, and therefore, the second wire 53 is less likely to come into contact with the edge portion of the through hole 31 h. On the other hand, the degree of curvature of the second line 53 in the second divided region S2 becomes large, which may cause an increase in resistance during driving. The bottom surface position of the guide groove 61a is set in consideration of these conditions so as to have an optimum height at which the second wire 53 is smoothly guided from the winding start point P1 of the roll 51 to the second divided region S2 and friction of the second wire 53 against the edge portion of the through-hole 31h is less likely to occur.

The second wire 53 extends along the vehicle outer surface of the vehicle inner side wall 31a of the guide rail 31 (the bottom surface of the second divided section S2) above the wire guide member 61 (see fig. 9 and 22). Since the vehicle outer side surface of the vehicle inner side wall 31a is a smooth surface convexly curved toward the vehicle outer side, the second wire 53 is smoothly guided without being caught or the like.

The second wire 53 is inserted into the wire insertion hole 41i of the wire end support portion 41g and is connected to the shoe base 41 via the wire end 57 (see fig. 21). The wire insertion hole 41i of the wire end support portion 41g is a hole having a closed cross-sectional shape without a slit that opens to the side. Therefore, it is preferable that the second cord 53 is inserted into the cord insertion hole 41i (the end opposite to the cord end 57 is inserted) and then the second cord 53 is wound and connected to the spool 51.

In the spool 51, a position (indicated as a winding start point P2 in fig. 22) at which winding (introduction) of the first wire 52 into the spiral groove starts is set on the vehicle inner side with respect to the drive shaft 50c as the rotation center. As shown in fig. 22, the first cord 52 extends upward from the winding start point P2. The first wire 52 directed upward from the reel 51 is inserted into the guide groove 60b of the wire guide member 60. The first wire 52 is restricted from swinging in the inner and outer circumferential directions by both side surfaces of the guide groove 60 b.

The bottom surface of the guide groove 60b of the wire guide member 60 is a curved surface that is convex toward the vehicle exterior side, and has a curvature larger than the vehicle interior side wall 31 a. The spool 51 and the guide pulley 54 are coupled to each other at the shortest distance on the concave portion side (the vehicle interior side) of the guide rail 31 having a convex shape toward the vehicle exterior side, without being held by the wire guide member 60, along the trajectory of the first wire 52. This virtual line trace is shown as a line short-circuited trace 52x in fig. 22. The bottom surface of the guide groove 60b supports the first wire 52 in a state of being pushed toward the vehicle exterior side with respect to the wire short-circuit trace 52 x.

As shown in fig. 22, the first wire 52 is supported by the wire pressing member 63 at a position between the winding drum 51 and the guide pulley 54 in the vertical direction. The first string 52 is restricted from swinging in the inner and outer circumferential directions by both side surfaces of the guide groove 63a of the string pressing member 63.

The bottom surface of the guide groove 63a of the wire pressing member 63 is a curved surface that is convex toward the outside of the vehicle, and has a curvature larger than that of the vehicle inside wall 31 a. The bottom surface of the guide groove 63a is located at a smaller distance from the vehicle interior side wall 31a of the guide rail 31 than the bottom surface of the guide groove 60b of the wire guide member 60 (see fig. 22), and the first wire 52 held by the bottom surface of the guide groove 60b is pressed further toward the vehicle exterior side.

The first wire 52, which has been changed in trajectory from the wire short-circuit trajectory 52x by the wire guide member 60 and the wire pressing member 63, is arranged in the vertical direction while being kept at an appropriate distance (at a position housed in the third divided region S3) from the surface on the vehicle inner side of the vehicle inner side wall 31a of the guide rail 31 bent in a concave shape.

The first line 52 extends in the vertical direction in an exposed state at a predetermined distance from the vehicle interior wall 31a of the guide rail 31 in the interior of the door panel 10a in which the guide rail 31 is exposed without being covered with the inner window frame 30.

In the general cross-sectional portion of the pillar sash 12 above the belt line reinforcement 16, the first line 52 passes through a third divided region S3 (see fig. 9) surrounded by the frame portion 30a of the inner sash 30 and the vehicle interior side wall 31a of the guide rail 31. The thread pressing member 63 is accommodated in the third divided region S3 at the general cross-sectional portion, and securely guides the first thread 52 (see fig. 14). In the door corner 10d in which the connecting member 35 is provided in place of the frame portion 30a of the inner sash 30, the first wire 52 also continues through the third divided region S3 surrounded by the second frame portion 35b and the vehicle interior side wall 31a (see fig. 17).

The first wire 52 reaching the vicinity of the upper end of the guide rail 31 is laid over a wire guide groove on the outer periphery of the guide pulley 54. As described above, the guide pulley 54 is disposed at a position across the second and third divided areas S2 and S3 through the through hole 31i of the guide rail 31. Therefore, the first wire 52 extending upward on the side of the third divided region S3 and guided to the guide pulley 54 reverses the extending direction along the wire guide groove of the guide pulley 54 and is directed downward in the second divided region S2. In other words, the first wire 52 is disposed in the second and third divided regions S2 and S3 in a substantially symmetrical positional relationship with respect to the pulley pin 62a with respect to one end and the other end (winding start point Q1 and winding start point Q2 shown in fig. 16 and 23) of the winding region of the wire guide groove of the guide pulley 54.

The first cord 52 extending downward from the winding start point Q2 of the guide pulley 54 is inserted into the cord insertion hole 41h of the cord end supporting portion 41f in the second divided section S2, and is connected to the shoe base 41 via the cord end 55 (see fig. 21). The wire insertion hole 41h of the wire end support portion 41f is a hole having a closed cross-sectional shape without a slit that opens to the side. Therefore, it is preferable that, at the time of assembly, the first cord 52 is inserted into the cord insertion hole 41h (the end opposite to the cord end 55 is inserted), and then the first cord 52 is wound and connected to the guide pulley 54 and the spool 51.

When the first wire 52 and the second wire 53 are arranged as described above, the compression springs 56 and 58 press the wire ends 55 and 57 in the mutually approaching direction, and a predetermined tension is applied to the

respective wires

52 and 53. Thereby, the slider 45 to which the

wires

52, 53 are connected is stabilized, and the window glass W whose position is controlled via the slider 45 is held and lifted with high accuracy.

As shown in fig. 21, the shoe base 41 accommodates the compression springs 56 and 58 and the wire

end support portions

56 and 57 between the wire end support portion 41f and the wire end support portion 41 g. The accommodating portion is constituted only by the opposing end surface portions of the two wire

end supporting portions

41f, 41g (surfaces with which the end surfaces of the wire end 55 and the wire end 57 abut), and no side wall or the like surrounding the side surfaces of the wire end 55 and the wire end 57 exists. Therefore, the wire connection structure is realized with a very small and simple structure.

As shown in fig. 21, the vertical length of each of the wire

end support portions

41f and 41g is larger than the width of the end face with which the wire ends 55 and 57 are brought into contact. That is, the support length of each of the

wires

52 and 53 by the

wire insertion holes

41h and 41h is increased. When the linearity of the

wires

52 and 53 is maintained by the

wire insertion holes

41h and 41h having a long support length, an effect of suppressing the lateral swing of the

wire end portions

55 and 57 located closest thereto can be obtained.

In a state where the cord

end support portions

41f, 41g are inserted into the second divided section S2 of the guide rail 31, the inner surface (the inner side wall 31a, the outer peripheral side wall 31c, the cover wall 31e, and the partition wall 31f) of the second divided section S2 surrounds the sides of the cord ends 55, 57 to suppress the swing. As shown in fig. 17, a gap of a predetermined size exists between the inner surface of the second divided region S2 and the wire end 55 (or the wire end 57), and the positions of the wire ends 55, 57 are not strictly determined. However, an excessive positional displacement such as the

line end portions

55, 57 being displaced from the positions on the extension lines of the line

end supporting portions

41f, 41g can be prevented by the inner surface of the second dividing section S2.

As described above, the wire connecting structure of the shoe base 41 may be configured to have a minimum configuration (driving force transmitting portion) in which the end surfaces of the wire ends 55 and 57 are brought into contact with each other in the extending direction of the

wires

52 and 53 and receive a traction force. In particular, in the window regulator 40 of the present embodiment, most of the elevating mechanism other than the motor unit 50 is housed in the internal space of the vertically elongated pillar sash 12. Therefore, the wire connection structure is completed in a narrow space between the facing surfaces of the wire

end support portions

41f, 41g separated in the vertical direction, which is extremely effective in terms of space efficiency. Specifically, the sectional area of the second section S2 accommodating the wire

end support portions

41f and 41g may be small. Therefore, the first divided section S1 into which the

shoes

43 and 44 are inserted and the second divided section S2 into which the

wires

52 and 53 are inserted can be arranged in parallel without increasing the width of the frame portion 30a in the inner and outer peripheral directions. Since the second segment S2 is also compact in the vehicle interior-exterior direction, the second segment S2 and the third segment S3 through which the

wires

52 and 53 are inserted can be arranged in parallel within a size in which the depth from the window glass W to the vehicle interior wall 30d of the frame portion 30a (the vehicle interior wall 35e of the second frame portion 35b) is restricted.

In assembling the window regulator 40, it is preferable from the viewpoint of workability to perform the work in a state where the

respective wires

52 and 53 are loosened, and to make the final tension applied to the

respective wires

52 and 53 as late as possible. In manufacturing the window regulator 40 of the present embodiment, after the ordinary member assembly and wire arrangement are performed, the tension of the

wires

52 and 53 is pulled by attaching the wire pressing member 63. As described above, the wire pressing member 63 is positioned on the recess side (the vehicle interior side) of the curved guide rail 31 on the vehicle exterior side (the interior side of the recess) of the wire short-circuit locus 52x connecting the spool 51 and the guide pulley 54 at the shortest distance, and supports the first wire 52. That is, the arrangement locus of the first wire 52 is changed toward the vehicle exterior side, the actual locus of the first wire 52 is made longer than the wire short-circuited locus 52x, and the tension of the first wire 52 is increased.

Further, on the recessed portion side (vehicle interior side) of the guide rail 31, the wire guide member 60 supports the first wire 52 in addition to the wire pressing member 63. Therefore, even if the wire pressing member 63 is not attached, a certain degree of tension is applied to the

wires

52 and 53 at the stage of attaching the wire guide member 60. If the

respective wires

52 and 53 are too loose, the wires are likely to fall off from the guide pulley 54, and the assembling property is deteriorated, but the

wires

52 and 53 can be advanced in a suitably stable state by attaching the wire guide member 60. In addition, since the first wire 52 supported by the wire guide member 60 in advance is pressed by a small amount when the wire pressing member 63 is assembled in the final stage, the wire pressing member 63 is excellent in assembling property.

The wire pressing member 63 is accommodated in the third compartment S3 in the completed state of the pillar sash 12 (see fig. 14). Therefore, before the guide rail 31 is combined with the inner window frame 30 and the connection member 35, the assembly of each member of the window regulator 40 including the wire pressing member 63 is completed. Fig. 19 shows the regulator assembly 40A in this state. The regulator assembly 40A has been completed as a functional portion for moving (raising and lowering) the window glass W along the guide rail 31. Therefore, in the state of the regulator assembly 40A, operation confirmation, shipment inspection, shipment (sale), maintenance, and the like can be performed.

Further, the connecting member 35 is not mounted in the regulator assembly 40A shown in fig. 19. Therefore, the upper bolt 73 (see fig. 18 and 23) of the pair of bolts 73 that fasten the support seat 62c of the pulley bracket 62 is not fixed to the screw hole 35p of the connecting member 35. However, the lower bolt 73 is screwed with the nut 77, and the support base 62c is fixed and stabilized with respect to the rail 31.

Fig. 20, 23, and 24 show a state in which the window glass W is raised and lowered by the window regulator 40 having the above-described structure. The solid line in fig. 20 indicates the fully closed position (top dead center) where the window glass W is raised to the highest level, and the two-dot chain line in fig. 20 indicates the fully open position (bottom dead center) where the window glass W is lowered to the lowest level. Fig. 23 shows a state of the window regulator 40 in which the window glass W is at the fully open position, and fig. 24 shows a state of the window regulator 40 in which the window glass W is at the fully open position.

At the fully closed position of the window glass W, as shown in fig. 23, the shoe 43 of the upper slider 45 reaches the vicinity of the upper end of the guide rail 31. The guide pulley 54 is provided near the upper end of the guide rail 31, but the first section S1 into which the shoe 43 is inserted and the second section S2 in which the guide pulley 54 is disposed are aligned and separated in the inner and outer circumferential directions, and therefore the shoe 43 and the guide pulley 54 do not interfere with each other.

In the fully closed position of the window glass W, as shown in fig. 23, the wire end support portion 41f provided on the upper side of the slider 45 is located directly below the guide pulley 54 (winding start point Q1). In the slider 45, the line end support portion 41f is provided at a position displaced downward from the shoe 43 (shoe support portion 41c) (see fig. 21). Therefore, as described above, in a state where the shoe 43 reaches the position in parallel with the guide pulley 54, the wire end support portion 41f can be positioned directly below the guide pulley 54. That is, the elements of the drive system can be housed in the vicinity of the upper end of the guide rail 31 with high spatial efficiency without impairing the smooth arrangement of the first wire 52 around the guide pulley 54.

The upper portion of the upper slider 45 is located near the upper end of the pillar sash 12 (the door corner 10d), and the lower portion of the lower slider 46 is located near the molding cord reinforcement 16 (see fig. 1), and supports the window glass W over substantially the entire region of the pillar sash 12 in the vertical direction. This makes it possible to stably support the window glass W with extremely high accuracy, and to improve the resistance to the window glass W falling in the vehicle front-rear direction and the vehicle interior-exterior direction.

As shown in fig. 24, at the fully open position of the window glass W, the lower end surface of the lower wire end support portion 41g of the shoe base 41 constituting the slider 45 abuts against the stopper surface 61b of the wire guide member 61, and further lowering of the window glass W is restricted. That is, the wire guide member 61 also functions as a mechanical stopper for determining the lowering movement end in the window regulator 40.

Even at the fully open position, the window glass W is supported with respect to the guide rail 31 over a wide range in the vertical direction in the door panel 10a, and therefore, high support accuracy and stability of the window glass W can be obtained as in the fully closed position described above.

As described above, in the door 10 of the present embodiment, the constituent members of the elevating mechanism that transmits the driving force of the motor M as the driving source to the window glass W in the window regulator 40 are incorporated into the pillar sash 12. This can improve the space efficiency and layout around the door panel 10a, as compared with the conventional structure in which a window regulator is disposed in the internal space of the door panel 10a below the window opening 10 c. For example, the degree of freedom in setting the shape of the door trim on the door inner surface side becomes high. Further, by forming the door inner surface in a shape close to the vehicle outer side, it is possible to improve the foot operability during boarding and alighting, or to secure an arrangement space for functional members other than the window regulator or improve the ease of assembling the members into the door panel 10a by enlarging the inner space of the door panel 10 a.

Fig. 26 and 27 show a window regulator 140 of a second embodiment. The window regulator 40 of the previous embodiment includes a wire-type transmission mechanism, whereas the window regulator 140 includes a rack and pinion-type transmission mechanism. Other configurations are the same as those of the previous embodiment, and the same reference numerals are given to the same parts as those of the previous embodiment, and the description thereof is omitted.

As shown in fig. 26, the motor unit 150 constituting the window regulator 140 is mounted on the guide rail 31 at substantially the same position as the motor unit 50 of the previous embodiment (i.e., inside the door panel 10 a). The motor unit 150 includes a driving portion 150a having a motor M, and a pinion support member 150b rotatably supporting the pinion 90. The pinion gear 90 is connected to a drive shaft 150c, and a rotational drive force is transmitted from the drive unit 150a via the drive shaft 150 c. The pinion support member 150b is fastened and fixed by bringing the upper and

lower brackets

150d and 150e into contact with the vehicle inner side wall 31a of the guide rail 31 from the vehicle inner side. The pinion gear 90 supported in this way is rotationally driven about the drive shaft 150c facing the inner and outer circumferential directions.

In the vehicle inner wall 31a of the guide rail 31, a through hole 31j penetrating in the vehicle interior-exterior direction is formed between the positions of the upper and

lower brackets

150d, 150e to which the pinion support member 150b is fixed. The through hole 31j is formed at a position where the second division S2 and the third division S3 (see fig. 27) in the pillar sash 12 communicate with each other. A part of the pinion gear 90 enters the second divided section S2 through the through hole 31 j. Fig. 27 shows a general cross-sectional position of the pillar sash 12 above the position of the pinion 90, and the pinion 90 is shown in phantom by a dashed-dotted line.

The rack 91 is disposed in the second division S2 in the pillar sash 12 (the guide rail 31). The rack 91 is a long member extending in the longitudinal direction of the rail 31, and a tooth portion 91a facing the vehicle interior side is continuously formed in the longitudinal direction. A rack guide 92 (see fig. 27) capable of stably moving the rack 91 in the vertical direction is provided in the second divided section S2.

The shoe base 41 of the slider 45 is provided with a rack connecting portion 41j protruding from the connecting portion 41b toward the outer peripheral side in the vicinity of the center in the longitudinal direction (below the shoe support portion 41 c). The rack connecting portion 41j extends in the second divided region S2 and is fixed to a vehicle-exterior surface of the rack 91 (a surface on which the tooth portion 91a is not formed). Fixed to the rack attachment portion 41j is a portion near the upper end of the rack 91.

The rack 91 disposed in the second divided section S2 extends to the formation position of the through hole 31j, and the pinion 90 that has entered the second divided section S2 through the through hole 31j meshes with the tooth portion 91a of the rack 91. When the pinion gear 90 is rotated forward and backward by the driving force of the motor M, the engaged rack 91 moves in the vertical direction. The movement of the rack 91 is transmitted to the slider 45, and the window glass W is raised and lowered. The rack 91 has a length that meshes with the pinion 90 over the entire movable range from the fully closed position to the fully open position (see fig. 20) of the window glass W.

Like the window regulator 40 of the previous embodiment, the window regulator 140 incorporates into the pillar sash 12 the constituent members of an elevating mechanism that transmits the driving force of the motor M as a driving source to the window glass W. In particular, since the transmission unit for transmitting the driving force to the slider 45 is constituted only by the pinion 90 and the rack 91, the number of components is small, which is advantageous in terms of simplicity of structure, ease of production, and the like.

Fig. 28 shows a first modification of the pillar sash 12. The frame portion 30j of the inner sash 30 of the pillar sash 12 according to the first modification includes an open portion facing the vehicle interior side in addition to the open portion on the vehicle exterior side closed by the rail 31. The frame portion 30j has a vehicle interior opening 30k that penetrates in the vehicle interior-exterior direction, and is formed without a vehicle interior wall 30d (see fig. 9) at least in a part of the pillar sash 12 in the longitudinal direction.

Further, the inner peripheral side wall 30e and the outer peripheral side wall 30f are connected by a structure not shown in fig. 28, and the frame portion 30j is kept integral. For example, the pillar sash 12 may be configured such that an inner side wall 30d (see fig. 9) is partially present in a portion other than the cross section shown in fig. 28 in the longitudinal direction. In other words, the vehicle interior opening 30k is partially present in the longitudinal direction of the pillar sash 12.

Alternatively, the vehicle interior opening 30k may be formed in its entirety in the longitudinal direction (i.e., the vehicle interior side wall 30d is not provided), and a connecting wall connecting the inner peripheral side wall 30e and the outer peripheral side wall 30f may be provided at a position midway in the vehicle interior-exterior direction, so that the frame portion 30j may have an H-shaped cross-sectional structure. In the case of the H-shaped cross-sectional structure, if a connecting wall is provided on the vehicle interior side (the vehicle interior side with respect to the vehicle interior side wall 31a in fig. 28) with respect to the region in which the guide rail 31 is inserted, no interference with the guide rail 31 occurs.

Fig. 28 shows the frame portion 30j of the inner window frame 30, but an opening portion to the vehicle interior side similar to the vehicle interior side opening portion 30k may be formed in the second frame portion 35b of the connecting member 35 continuous to the upper side of the frame portion 30 j. Specifically, an interior opening (not shown) is formed to penetrate through the interior wall 35e (see fig. 16 and 17) of the connecting member 35.

As shown in fig. 28, an inner cover 37 is provided on the vehicle-interior side of the pillar sash 12. The inner cover 37 is a member corresponding to the inner cover 36 (see fig. 4) in the foregoing embodiment, covers the inner sash 30 and the connecting member 35 from the vehicle interior side, and constitutes an exterior portion of the pillar sash 12 on the vehicle interior side.

More specifically, the inner cover 37 has an inner peripheral side wall 37a along the inner peripheral side wall 30e of the inner sash 30 and the inner peripheral side wall 35f of the connection member 35, and an outer peripheral side wall 37b along the outer peripheral side wall 30f of the inner sash 30 and the outer peripheral side wall 35g of the connection member 35. The inner cover 37 also has an inner vehicle side wall 37c that connects respective inner vehicle side end portions of the inner peripheral side wall 37a and the outer peripheral side wall 37 b. In the state where the inner cover 37 is assembled, the vehicle interior side wall 37c closes the vehicle interior opening 30k (and the vehicle interior opening formed in the connecting member 35) from the vehicle interior side, and the internal spaces of the frame portion 30j and the second frame portion 35b are not visible from the vehicle interior side. The inner cover 37 may cover not only the frame portion 30j and the second frame portion 35b from the vehicle interior side but also the exterior portion 30b of the inner window frame 30 from the vehicle interior side.

In a state before the inner cover 37 is attached, the vehicle interior opening 30k (and the vehicle interior opening formed in the connecting member 35) is opened. Therefore, the third section S3 in the pillar sash 12 can be accessed from the vehicle interior side, and the freedom of assembly and maintenance of the components of the

window regulators

40, 140 with respect to the pillar sash 12 is improved.

For example, in the above embodiment, all the components are assembled to the rail 31 to form the adjuster assembly 40A, and the rail 31 is assembled to the main body portion of the pillar sash 12 (the frame portion 30A of the inner sash 30, and the second frame portion 35b of the connecting member 35). In contrast, if the main body portion of the pillar sash 12 is provided with an open portion that is open toward the interior side, as in the modification of fig. 28, a part of the components of the

window regulators

40, 140 can be mounted or adjusted from the interior side after the guide rail 31 is assembled to the main body portion of the pillar sash 12. Specifically, the entire vehicle is housed in the third section S3, or a part of the vehicle is located in the third section S3, and the vehicle is subject to mounting and adjustment from the vehicle interior side.

Among the components of the window regulator 40, the wire pressing member 63 (see fig. 14) is provided as a component housed in the third divided section S3 as a whole. For example, the adjuster unit 40A is configured without only the wire pressing member 63 being attached, and after the adjuster unit 40A is assembled to the pillar sash 12, the final tension of the wire can be pulled by the wire pressing member 63 from the vehicle interior side. Specifically, the wire pressing member 63 is located in the arrangement region of the inner sash 30 in the longitudinal direction of the pillar sash 12, and is therefore assembled through the vehicle interior opening 30k (fig. 28) of the inner sash 30.

Among the components of the window regulator 40, the guide pulley 54 (see fig. 16 and 28) is disposed across the second divided section S2 and the third divided section S3. Therefore, even after the guide rail 31 is assembled to the pillar sash 12, the guide pulley 54 can be assembled to the guide rail 31 from the vehicle interior side. The guide pulley 54 is located in the arrangement region of the connection member 35 in the longitudinal direction of the pillar sash 12, and is therefore assembled through an opening (not shown) in the vehicle interior of the connection member 35. In this case, the guide pulley 54 is supported by a pulley bracket (not shown) of a type that can be fixed to the vehicle inner wall 31a of the guide rail 31 from the vehicle inner side.

In addition, as in the previous embodiment, when the entire adjuster unit 40A is previously configured and then assembled to the pillar sash 12, maintenance and adjustment from the vehicle interior side can be performed by detaching the inner cover 37. As an example, grease can be applied to the guide pulley 54 and the

wires

52 and 53, the arrangement state of the

wires

52 and 53 in the third divided area S3 can be confirmed, and bolt fixing portions (such as the bolt 74 and the nut 75 shown in fig. 17) to the vehicle interior wall 31a of the guide rail 31 can be confirmed.

As shown in fig. 28, in the portion where the vehicle interior opening 30k is formed, the amount of protrusion of the inner window frame 30 toward the vehicle interior side is reduced by the thickness of the vehicle interior wall 30 d. As a result, the inner wall 37c of the inner cover 37 can be disposed closer to the outside of the vehicle, and the effect of increasing the vehicle interior space can be obtained. Alternatively, the maintainability from the vehicle interior side can be improved.

Fig. 29 shows a second modification of the pillar sash 12. The pillar sash 12 shown in fig. 29 is constructed by combining an inner sash 130 and a garnish 132. This second modification differs in that the rail portion 132d corresponding to the rail 31 of the above embodiment is formed integrally with the garnish 132. The inner reveal 130 is formed of metal, and the garnish 132 is formed of nonmetal such as synthetic resin.

The entire structure of the inner window frame 130 is similar to that of the inner window frame 30 of the above-described embodiment. The inner sash 130 includes a frame portion 130a having a bag-like cross-sectional shape positioned on the vehicle interior side, an exterior portion 130b positioned on the vehicle exterior side, and a step portion 130c connecting the frame portion 130a and the exterior portion 130 b.

The frame portion 130a has a vehicle interior side wall 130d positioned on the vehicle interior side, an inner peripheral side wall 130e extending from an end portion on the inner peripheral side of the vehicle interior side wall 130d toward the vehicle exterior side, and an outer peripheral side wall 130f extending from an end portion on the outer peripheral side of the vehicle interior side wall 130d toward the vehicle exterior side. The stepped portion 130c includes an outer peripheral extension 130g extending outward from the vehicle-outer-side end of the outer peripheral side wall 130f, and a vehicle-outer-extension 130h extending outward from the outer-peripheral-side end of the outer peripheral extension 130 g. The exterior portion 130b extends from the vehicle outer end of the vehicle exterior extension portion 130h toward the outer peripheral side. Further, an inner extension portion 130i is provided to extend from an end portion (vehicle outer side end portion) of the inner peripheral side wall 130e of the frame portion 130a toward the inner peripheral side.

The garnish 132 includes an exterior portion 132a covering the exterior portion 130b of the inner sash 130 on the vehicle exterior side, and an outer peripheral edge portion 132b provided at an outer peripheral edge portion of the exterior portion 132a and having a shape covering an outer peripheral end portion of the exterior portion 130 b. The exterior portion 132a and the outer peripheral edge portion 132b constitute a vehicle exterior portion (exterior portion) of the pillar sash 12 together with the exterior portion 130 b.

The garnish 132 further includes an extension holding portion 132c that protrudes from an end portion on the inner peripheral side of the exterior portion 132a toward the inside of the vehicle and has a curved shape extending toward the front. The portion of the extended holding portion 132c extending from the exterior portion 132a toward the inside of the vehicle is located along the exterior extension portion 130h of the inner sash 130.

The elastic cover 133 has a hollow portion 133a sandwiched between the edge surface W3 of the window glass W and the inner peripheral end surface of the exterior portion 132a of the garnish 132, and a cantilever-shaped flange portion 133b projecting from the hollow portion 133a and coming into contact with the vehicle interior surface W2 of the window glass W. The hollow portion 133a of the elastic cover 133 is held by the extended holding portion 132c of the garnish 132.

The garnish 132 further includes a rail portion 132d corresponding to the rail 31 in the above embodiment. The rail portion 132d has a concave cross-sectional shape that opens toward the vehicle exterior side, and includes a vehicle interior wall 132e positioned on the vehicle interior side, an inner peripheral side wall 132f extending from an end portion on the inner peripheral side of the vehicle interior wall 132e toward the vehicle exterior side, and an outer peripheral side wall 132g extending from an end portion on the outer peripheral side of the vehicle interior wall 132e toward the vehicle exterior side. A partition wall 132h is provided between the inner peripheral side wall 132f and the outer peripheral side wall 132 g. The partition wall 132h extends outward from the vehicle interior side wall 132e, and a retaining wall 132i that protrudes inward is provided at an end portion of the partition wall 132h on the vehicle exterior side. The end portion of the outer peripheral side wall 132g on the vehicle outer side is continuous with the end portion of the extended holding portion 132c on the inner peripheral side, and the garnish 132 has an integral structure including the exterior portion 132a and the rail portion 132 d.

The rail portion 132d is disposed inside an open portion on the vehicle exterior side in the frame portion 130a of the inner sash 130, and the inner peripheral side wall 132f and the outer peripheral side wall 132g are sandwiched between the inner peripheral side wall 130e and the outer peripheral side wall 130f of the frame portion 130a in the vehicle front-rear direction.

The space in the guide rail portion 132d is divided into a first division section S11 and a second division section S12 in the inner and outer circumferential directions by a partition wall 132 h. The first and second dividing regions S11 and S12 correspond to the first and second dividing regions S1 and S2 of the guide rail 31 of the above embodiment. That is, the

shoes

43, 44 of the

sliders

45, 46 are slidably accommodated in the first partition S11 in the vertical direction (the direction perpendicular to the paper surface shown in fig. 29). The movement of the

sliders

45, 46 in the vehicle interior-exterior direction is restricted by the vehicle interior wall 132e and the holding wall 132i surrounding the first partition S11. Further, the movement of the

sliders

45, 46 in the inner and outer circumferential directions is restricted by the inner circumferential side wall 132f and the partition wall 132 h. The line

end support portions

41f and 41g of the shoe base 41 provided on the slider 45 are accommodated in the second divided region S12.

Further, a third dividing section S13 surrounded by the vehicle interior side wall 130d, the inner peripheral side wall 130e, the outer peripheral side wall 130f, and the vehicle interior side wall 132e of the rail portion 132d is formed in the frame portion 130a of the inner sash 130. The third segment S13 corresponds to the third segment S3 of the above embodiment, and is located on the vehicle interior side of the first segment S11 and the second segment S12. The first line 52 and the second line 53 are arranged in the third divided region S13.

Although not shown in fig. 29, the guide pulley 54 is disposed in a space from the second divided section S12 to the third divided section S13 in the vicinity of the upper end of the pillar sash 12 (see fig. 6, 8, 19, and the like).

The rail portion 132d of the garnish 132 is extended downward from the pillar sash 12 and inserted into the door panel 10a, as in the rail 31 of the above-described embodiment, and can support and guide the

sliders

45 and 46 over the entire movable range from the fully closed position to the fully open position of the window glass W. The portion of the garnish 132 other than the guide rail portion 132d may be provided at least in a region above the door panel 10a (a region where the pillar sash 12 protrudes from the door panel 10 a).

The window regulator including the

sliders

45, 46 and the

wires

52, 53 has the same configuration as the window regulator 40 of the above embodiment, and therefore, the description thereof is omitted. The window regulator winds or draws out the

wires

52 and 53 by driving a motor M (see fig. 1 and 19), and pulls up and down the

sliders

45 and 46 to drive the window glass W to move up and down.

The garnish 132 is positioned and fixed with respect to the inner sash 130 at a portion other than the exterior portion 132 a. For example, the positions of the garnish 132 in the inner and outer circumferential directions can be determined by the contact of the inner and

outer side walls

132f and 132g of the guide rail portion 132d with the inner and

outer side walls

130e and 130f of the frame portion 130a of the inner sash 130. Alternatively, the position of the garnish 132 in the inner and outer peripheral directions can be determined by the contact of the extended holding portion 132c (the portion extending from the exterior portion 132a toward the inside of the vehicle) with the exterior extension portion 130h constituting the step portion 130 c.

The garnish 132 includes a support portion 132j and a support portion 132k on both sides of the rail portion 132d in the inner and outer circumferential directions. The

support portions

132j and 132k are provided at a plurality of positions at predetermined intervals in the longitudinal direction of the garnish 132. The support portion 132j and the support portion 132k are positioned in the vehicle interior-exterior direction with respect to the inner sash 130, and the support portion 132j and the support portion 132k are fixed to the inner sash 130 using

fastening members

160, 161.

The outer peripheral support portion 132j of the garnish 132 protrudes from the extension holding portion 132c toward the inside of the vehicle. A recess is formed at an end portion of the support portion 132j on the vehicle interior side. A fastening hole 162 is formed from the bottom surface of the recess toward the vehicle outer side. An internal thread is formed inside the fastening hole 162. A spacer 163 is fitted in the recess of the support portion 132 j. A through hole communicating with the fastening hole 162 is formed in the spacer 163.

The support portion 132j has a larger thickness in the vehicle interior-exterior direction than the exterior portion 132a, the rail portion 132d, and the like. Specifically, the thickness of the support portion 132j including the depth of the recess corresponds to the distance in the vehicle interior-exterior direction from the extended holding portion 132c to the outer peripheral extension portion 130g of the inner window frame 130.

Support portion 132j is supported in contact with the surface of outer extension 130g of inner window frame 130 facing the vehicle exterior side, with spacer 163 interposed therebetween. The outer peripheral extension 130g is formed with a through hole communicating with the fastening hole 162 and the through hole of the spacer 163. In other words, the position of the support portion 132j with respect to the inner sash 130 is determined such that the fastening hole 162 coincides with the position of the through hole of the outer extension portion 130 g.

The fastening member 160 has a head portion 160a and a shaft portion 160b, and the shaft portion 160b is formed with a male screw. The shaft 160b is inserted into the through hole of the outer peripheral extension 130g from the vehicle interior side, and the shaft 160b is inserted into the fastening hole 162 through the through hole of the spacer 163. When the male screw of the shaft portion 160b is screwed into the female screw of the fastening hole 162 and screwed until the head portion 160a abuts against the vehicle interior surface of the outer peripheral extension portion 130g, the support portion 132j is fixed to the outer peripheral extension portion 130 g.

The inner peripheral side support portion 132k of the garnish 132 is formed continuously with the curved portion 132m that projects inward toward the inner peripheral side with respect to the vehicle outer side end portion of the inner peripheral side wall 132f that constitutes the rail portion 132d, and is a portion located on the innermost peripheral side in the garnish 132.

A recess is formed at the vehicle interior end of the support portion 132 k. A fastening hole 164 is formed from the bottom surface of the recess toward the vehicle outer side. An internal thread is formed inside the fastening hole 164. A spacer 165 is fitted in the recess of the support portion 132 k. The spacer 165 has a through hole communicating with the fastening hole 164.

As with the support portion 132j described above, the support portion 132k has a larger thickness in the vehicle interior-exterior direction than the exterior portion 132a, the rail portion 132d, and the like. Specifically, the thickness of the support portion 132k including the depth of the recess is slightly smaller than the distance in the vehicle interior-exterior direction from the vehicle interior side surface W2 of the window glass W to the inner extension portion 130i of the inner window frame 130.

The support portion 132k is supported in contact with the surface of the inner extension portion 130i of the inner window frame 30 facing the vehicle exterior side with the spacer 165 interposed therebetween. A through hole communicating with the fastening hole 164 and the through hole of the spacer 165 is formed in the inner extension portion 130 i. In other words, the position of the support portion 132k with respect to the inner sash 130 is determined such that the fastening hole 164 coincides with the position of the through hole of the inner extension portion 130 i.

The fastening member 161 has a head portion 161a and a shaft portion 161b, and the shaft portion 161b is formed with a male screw. The shaft portion 161b is inserted into the through hole of the inner extension 130i from the vehicle interior side, and the shaft portion 161b is inserted into the fastening hole 164 through the through hole of the spacer 165. When the male screw of the shaft portion 161b is screwed into the female screw of the fastening hole 164 and screwed until the head portion 161a abuts against the vehicle interior side surface of the inner peripheral extension portion 130i, the support portion 132k is fixed to the inner peripheral extension portion 130 i.

The mechanism for fixing the garnish 132 to the inner sash 130 is not limited to the fixing by screws such as the

fastening members

160 and 161. In the configuration shown in fig. 29, since the extended holding portion 132c located on the vehicle outer side of the support portion 132j holds the elastic cover 133, a fastening mechanism cannot be provided on the vehicle outer side of the support portion 132 j. Further, since the surface of support portion 132k on the vehicle outer side is viewed through window glass W from the vehicle outer side, it is difficult to provide a fastening mechanism on the vehicle outer side of support portion 132k for aesthetic reasons. Because of such conditions, the

fastening members

160, 161 of the type that are screwed from the vehicle interior side with respect to the

support portions

132j, 132k are used. However, when the fastening mechanism can be disposed on the vehicle exterior side of the

support portions

132j, 132k, a type of fastening member that is screwed from the vehicle exterior side, a type of fastening member that penetrates the support portion 132j (the support portion 132k) and the outer extended portion 130g (the inner extended portion 130i) in the vehicle interior-exterior direction and that caulks both ends, or the like can be used.

As described above, the garnish 132 includes the exterior portion 132a exposed to the exterior side and forming the exterior portion of the pillar sash 12 together with the exterior portion 130b, and also includes portions located on the vehicle interior side of the exterior portion 132a, and thus has a composite function not only as a simple exterior member. Specifically, the window regulator includes an extended holding portion 132c that holds the elastic cover 133, a guide rail portion 132d that constitutes a window regulator and guides the sliding of the

sliders

45 and 46, and

support portions

132j and 132k that support and fix the garnish 132 to the inner sash 130.

The components of the window regulator such as the

sliders

45 and 46 are assembled in advance to the rail portion 132d of the garnish 132, whereby the garnish 132 and the window regulator can be incorporated into the pillar sash 12 together. This improves the workability of assembling the pillar sash 12.

The second modification shown in fig. 29 described above differs from the above-described embodiment in that the rail portion 132d is formed integrally with the garnish 132, but is similar to the above-described embodiment in that the components of the window regulator such as the rail portion 132d, the

sliders

45, 46, and the

wires

52, 53 are housed in the interior of the main body portion (the frame portion 130a) that is located on the vehicle interior side of the exterior portion 130b and the exterior portion 132a and has an interior space. Thus, the same effects as those of the above embodiment can be obtained.

The pillar sash 12 of the third modification shown in fig. 30 is a modification of a part of the second modification shown in fig. 29. Portions of the inner window frame 230 and the garnish 232 in fig. 30 that are substantially the same as the inner window frame 130 and the garnish 132 in fig. 29 are denoted by the same reference numerals as in fig. 29, and description thereof is omitted.

The inner sash 230 is made of metal. The inner sash 230 shares a portion corresponding to the exterior portion 130b shown in fig. 29 with the exterior portion 132a of the garnish 232, and the end of the exterior extension portion 130h serves as one end of the inner sash 230. That is, the exterior portion of the pillar sash 12 located on the vehicle exterior side is constituted only by the exterior portion 132a and the outer peripheral edge portion 132b of the garnish 232.

The garnish 232 is made of metal, and an inner extension portion 132n is provided from the vehicle-outer end of the inner peripheral side wall 132f of the rail portion 132d toward the inner peripheral side. The inner extension 132n is disposed to overlap the outer side of the inner extension 130i of the inner window frame 230.

The partition wall 170 is fixed to the vehicle interior wall 132e of the rail portion 132d of the garnish 232. Partition wall 170 extends outward from vehicle interior wall 132e, and a retaining wall 170a that protrudes inward is provided at the vehicle exterior end of partition wall 170. The partition wall 170 and the holding wall 170a have the same function as the partition wall 132h and the holding wall 132i in fig. 29, partition the first divided section S11 from the second divided section S12, and perform guiding and position regulation for the

shoes

43, 44 of the

respective sliders

45, 45.

A fastening receiving portion 166 is fixed to the vehicle interior side of the extended holding portion 132c of the garnish 232. The fastening receiving portion 166 is formed to protrude from the extension holding portion 132c toward the inside of the vehicle, and has a thickness in the vehicle interior-exterior direction that is accommodated between the extension holding portion 132c and the outer peripheral extension portion 130g of the inner sash 230. A recess is formed at an end portion of the fastening receiving portion 166 on the vehicle interior side, and a fastening hole 167 having a female screw therein is formed from a bottom surface of the recess toward the vehicle exterior side. A spacer 163 is fitted in a recess of the fastening receiving portion 166. The spacer 163 is formed with a through hole communicating with the fastening hole 167.

A fastening receiving portion 168 is fixed to the outer side of the inner extension portion 132n of the garnish 232. The fastening receiving portion 168 is formed so as to protrude outward from the inner extension 132n and has a thickness slightly smaller than the distance between the inner extension 132n and the vehicle inner side surface W2 of the window glass W in the vehicle interior-exterior direction. A fastening hole 169 having an internal thread therein is formed from the vehicle interior end of the fastening receiving portion 168 toward the vehicle exterior. In the inner extension portion 132n, an opening penetrating in the vehicle interior-exterior direction is formed at a position facing the vehicle interior end portion of the fastening receiving portion 168, and a spacer 165 is inserted into the opening. The spacer 165 has a through hole communicating with the fastening hole 169.

The partition wall 170 and the

fastening receiving portions

166 and 168 can be fixed to the garnish 232 by any method. For example, when the garnish 232 is made of metal and the partition wall 170 and the

fastening receivers

166 and 168 are also made of metal, they can be fixed by welding. In addition, when the garnish 232 is an extrusion molded product of metal (aluminum or the like), portions corresponding to the partition wall 170 and the holding wall 170a can be integrally molded without being separate members.

The fastening receiving portion 166 is fixed to the outer peripheral extension portion 130g of the inner sash 230 using a fastening member 160, similarly to the supporting portion 132j of fig. 29. That is, the shaft portion 160b of the fastening member 160 is inserted into the through hole of the outer peripheral extension portion 130g from the vehicle interior side, and the shaft portion 160b is inserted into the fastening hole 167 through the through hole of the spacer 163 and screwed thereto. When the head portion 160a is screwed until it abuts against the vehicle interior surface of the outer peripheral extension 130g, the fastening receiving portion 166 is fixed to the outer peripheral extension 130 g.

The fastening receiving portion 168 is located on the vehicle exterior side of the inner extension portion 130i of the inner sash 230 with the inner extension portion 132n and the spacer 165 interposed therebetween. The fastening receiving portion 168 is fixed to the inner peripheral portion 130i of the inner sash 230 by using a fastening member 161, similarly to the supporting portion 132k of fig. 29. That is, the shaft portion 161b of the fastening member 161 is inserted into the through hole of the inner peripheral portion 130i from the vehicle interior side, and the shaft portion 161b is inserted into and screwed into the fastening hole 169 through the through hole of the spacer 165. When the head 161a is screwed until it abuts against the surface of the inner extension 130i on the vehicle interior side, the fastening receiving portion 168 and the inner extension 132n are fixed to the inner extension 130 i.

Further, the mechanism for fixing the garnish 232 to the inner sash 230 may be different from the

fastening members

160, 161. As described in the second modification (fig. 29), a type of fastening member that screws the inner sash 230 and the inner sash 230 from the vehicle exterior side rather than the vehicle interior side, and a type of fastening member that penetrates the inner sash 230 and the inner sash 230 in the vehicle interior-exterior direction and rivets both ends can be used.

In addition, the inner sash 230 and the garnish 232, which are made of metal, can be fixed to each other by welding. Specifically, a portion where the inner extension portion 130i and the inner extension portion 132n overlap can be welded. In this case, the fastening member 161 and the fastening receiving portion 168 as the fastening means are not required, but a cover (not shown) covering the welding mark from the vehicle exterior side is preferably disposed on the vehicle exterior side of the inner peripheral portion 132 n. Further, the position of the outer peripheral extension portion 130g of the inner sash 230 is changed to overlap the extension holding portion 132c of the garnish 232 in the vehicle interior-exterior direction, and then the portion where the outer peripheral extension portion 130g overlaps the extension holding portion 132c can be welded. The welded portion can be covered from the vehicle exterior side by an elastic cover 133.

In each of the modifications of fig. 29 and 30, the

inner sashes

130 and 230 and the garnish 232 are made of metal, and the garnish 132 is made of nonmetal (synthetic resin), but the

inner sashes

130 and 230 and the garnish 232 may be made of nonmetal and the garnish 132 may be made of metal.

In the above-described embodiment and modifications, the members constituting the

inner sash

30, 130, 230, the guide rail 31, the

garnish

32, 132, 232, and the like of the pillar sash 12 can be made of any material such as metal or nonmetal (synthetic resin) as described above. Further, the fixing and assembly can be performed by any method according to the material of each member, such as bolt (screw) fixing, caulking, adhesion, or welding.

In the respective modifications shown in fig. 28 to 30, the window regulator housed in the pillar sash 12 is not limited to the wire-driven window regulator 40, and may be driven in a different manner as the window regulator 140 of the rack-and-pinion transmission mechanism shown in fig. 26 and 28. In the rack and pinion type window regulator 140, the rack 91 is disposed in the second divided section S12 of the rail portion 132d (see fig. 26 and 27).

As described above, in the above-described embodiment and the modifications, the constituent elements of the

window regulators

40 and 140 are collectively arranged in the pillar sash 12 extending along the rear edge of the window glass W in the door sash 10 b. Then, the entire lifting mechanism except the

motor units

50 and 150 is housed in the

frame portions

30a, 30j, and 130a (the second frame portion 35b including the connecting member 35) of the pillar sash 12. This ensures a wide space in the door panel 10a and improves the layout.

The lifter mechanism is accommodated only in the pillar sash 12 of the door sash 10b, and constituent members of the lifter mechanism are not provided in the upper sash 11 and the front sash 13. Therefore, the

window regulators

40 and 140 can be completed in a state where the pillar sash 12 is separated, not in a state where the door sash 10b is integrally assembled, and the manufacturing is easy.

In particular, in a state (fig. 18) where the regulator assembly 40A of the inner sash 30 and the connecting member 35 is not attached to the pillar sash 12, the window glass W is driven to be lifted and lowered. That is, each member can be assembled to the exposed guide rail 31 to complete the lifting mechanism. After the respective members are assembled, the inner sash 30 and the connecting member 35 cover the guide rail 31, thereby completing the pillar sash 12. When maintenance is performed after completion, the lifting mechanism can be easily accessed if the guide rail 31 is removed from the inner window frame 30 and the connection member 35. Therefore, the vertical movement mechanism is housed in the

frame portions

30a and 30j and the second frame portion 35b of the pillar sash 12, and the structure is extremely excellent in productivity and maintainability.

In the second and third modified examples (fig. 29 and 30), the rail portion 132d integrally formed with the

garnishes

132 and 232 instead of the single rail 31 is an object to which the respective members of the elevating mechanism are assembled. In this case as well, the respective members can be assembled to the rail portions 132d of the

garnishes

132 and 232 before being assembled to the

inner sashes

130 and 230 to complete the lifting mechanism, and excellent productivity and maintainability can be obtained.

The

sliders

45 and 46 constituting the elevating mechanism are supported on the vehicle interior side of the window glass W by the guide rail 31 and the guide rail portion 132d (more specifically, by the vehicle interior side wall 31a and the support wall 31g, or the vehicle interior side wall 132e and the support walls 132i and 170a) and slide on the

shoes

43 and 44, so that the movement in both the vehicle interior side and the vehicle exterior side is restricted. The movement of the window glass W in the vehicle interior-exterior direction with respect to the

sliders

45, 46 is restricted only on the vehicle interior side without sandwiching the window glass W. Therefore, the vertical sash 12 can accommodate the lifting mechanism, and the vertical sash 12 can be prevented from being enlarged in size (particularly, in the vehicle interior-exterior direction).

In particular, the movement of the

sliders

45 and 46 is restricted by the guide rail 31 and the guide rail portion 132d on the vehicle interior side of the window glass W, and thus a mechanism for restricting the movement may not be provided on the vehicle exterior side of the window glass W. As a result, the elevating mechanism disposed in the pillar sash 12 does not restrict the structure of the vehicle exterior side of the window glass W, and the degree of freedom in designing the exterior surface of the door 10 is increased. For example, as in the above-described embodiments and modifications, the vehicle exterior side surface W1 of the window glass W and the vehicle exterior side surface of the pillar sash 12 (the vehicle exterior side surface 32a of the garnish 32 and the exterior surface 132a of the garnish 132, 232) may be configured to be substantially flush with each other.

Further, the guide rail 31 (the guide rail portion 132d) is restricted to the

sliders

45 and 46 in the movement in the vehicle interior/exterior direction by the inner peripheral side wall 31b and the partition wall 31f (the inner peripheral side wall 132f and the partition walls 132h and 170) in addition to the movement in the vehicle interior/exterior direction by the inner peripheral side wall 31a and the holding wall 31g (the inner peripheral side wall 132e and the holding walls 132i and 170a) described above. Therefore, the above-described effects of preventing the pillar sash 12 from being increased in size in the vehicle interior-exterior direction and improving the degree of freedom in setting the design of the outer surface of the door 10 can be obtained while restricting the movement of the

sliders

45 and 46 in all directions other than the vertical movement direction in the pillar sash 12.

First divided sections S1 and S11 and second divided sections S2 and S12 offset to the outer peripheral side with respect to the first divided sections S1 and S11 are provided in parallel in the inner and outer peripheral directions in a guide rail 31 and a guide rail portion 132d that close the opening portions of the

frame portions

30a, 30j, and 130a on the vehicle outer side, and the

shoes

43 and 44 of the

sliders

45 and 46 are housed in the first divided sections S1 and S11, and the

lines

52 and 53 that transmit the driving force to the slider 45 and the rack 91 are housed in the second divided sections S2 and S12. This allows the elevating mechanism to be efficiently housed in the pillar sash 12.

In the case where the line-driven window regulator 40 is provided in the pillar sash 12, the vehicle exterior space (the second division areas S2 and S12) located on the vehicle exterior side and the vehicle interior space (the third division areas S3 and S13) located on the vehicle interior side are set in the pillar sash 12 with reference to the vehicle interior side wall 31a of the guide rail 31 and the vehicle interior side wall 132e of the guide rail portion 132 d. In the vehicle exterior space and the vehicle interior space, a first wire 52 and a second wire 53 are disposed as transmission members for transmitting the driving force to the

sliders

45 and 46.

More specifically, the second cord 53 is disposed only in the third divided areas S3, S13, which are the vehicle interior spaces, whereas the first cord 52 is disposed over both the second divided areas S2, S12, which are the vehicle exterior spaces, and the third divided areas S3, S13, which are the vehicle interior spaces. Then, in order to complete the raising and lowering mechanism in the pillar sash 12, the direction of the first wire 52 is reversed in the vicinity of the upper ends of the guide rail 31 and the guide rail portion 132 d. The first line 52 inverted from the second dividing regions S2, S12 passes through the third dividing regions S3, S13 formed between the

frame portions

30a, 30j, 130a (second frame portion 35b) and the

guide rail

31, 132 d. Thus, the first wire 52 is disposed so as to be separated in the vehicle interior-exterior direction, and the space in both the interior-exterior circumferential direction and the vehicle interior-exterior direction can be utilized to the maximum extent in the

frame portions

30a, 30j, and 130a (the second frame portion 35 b). In other words, the lifting mechanism can be housed without increasing the cross-sectional size of the

frame portions

30a, 30j, and 130a (the second frame portion 35 b).

In order to guide the first wire 52 arranged separately in the vehicle interior-exterior direction, the guide pulley 54 is supported to rotate about an axis (pulley pin 62a) that faces the inner-outer circumferential direction. The drum 51 is supported to rotate about a shaft (drive shaft 50c) directed inward and outward in the same manner. The guide pulley 54 is disposed across the second divided sections S2, S12 and the third divided sections S3, S13 and housed in the second frame portion 35 b. The motor unit 50 having the drum 51 is provided in the guide rail 31 and the insertion portion of the guide rail portion 132d into the door panel 10 a. Thus, neither the guide pulley 54 nor the spool 51 appears on the appearance of the pillar sash 12.

Instead of the rotating member like the guide pulley 54, a fixed member fixed to the guide rail 31 or the guide rail portion 132d may be used as the member for changing the direction of the wire in the pillar sash 12. An arc-shaped wire guide surface (wire guide groove) is formed in the fixed member, and the center axis of the wire guide surface is set to face the inner and outer circumferential directions. Further, the wire guide surface (wire guide groove) formed on the outer periphery of the guide pulley 54 is a circumferential surface (circular groove) continuous over the entire circumference of the guide pulley 54, but in the case of the fixed member, only the half circumferential surface (semicircular groove) of the upper half may be used.

The above-described embodiments and modifications are examples in which the linear window regulator 40 and the rack and pinion type window regulator 140 are applied, but other drive type elevating mechanisms may be applied as long as they can be accommodated in the frame portion of the pillar sash.

The pillar sash according to the present invention may include a main body (frame) that houses the lifting mechanism, or may have a structure different from that of the above embodiment. For example, in the pillar sash 12 of the above embodiment, the inner sash 30 and the guide rail 31 are combined in the general cross-sectional portion, and the connecting member 35 and the guide rail 31, which are different from the inner sash 30, are combined in the portion connected to the door corner 10d at the upper end. In contrast, the

frame portions

30a and 30j (130a) of the inner sash 30(130 and 230) may be extended to the upper end of the pillar sash 12 and connected to the upper sash 11 (i.e., without using the connecting member 35).

The door 10 of the above embodiment is a type of door (sash door) in which a frame-shaped door sash 10b composed of a member different from the door panel 10a is provided above the door panel 10a, but may be applied to other doors. For example, the present invention can also be applied to a type of door in which a door panel and a door sash are integrally formed (an inner full door in which an inner panel and a door sash are integrally formed, and a panel door in which an inner panel and an outer panel are integrally formed with the inside and the outside of a door sash, respectively, and then combined). That is, the present invention is applicable to any door in which a window glass is raised and lowered in a window opening, regardless of whether a door sash forming the window opening is integrated with a door panel or is separate from the door panel.

The above embodiment is applied to a side door mounted on a side of a right front seat of a vehicle, but may be applied to other doors.

Further, although the embodiments of the present invention have been described, the above embodiments and modifications may be combined wholly or partially as another embodiment of the present invention.

The embodiment of the present invention is not limited to the above-described embodiments and modifications, and various changes, substitutions, and alterations can be made without departing from the spirit and scope of the technical idea of the present invention. Furthermore, if the technical idea of the present invention can be realized by another method by the advancement of the technology or another derivative technology, the method can be used for implementation. Therefore, the claims cover all the embodiments that can be included in the scope of the technical idea of the present invention.

Industrial applicability

According to the present invention, a door sash structure that accommodates a mechanism for raising and lowering a window glass in a space-saving manner and has less restrictions on door design can be obtained, and the present invention is particularly useful for a door that requires high functionality around a door sash and improved design.

Description of the reference numerals

10 … doors; 10a … door panel; 10b … door sash; 10c … window opening; 10d … door corner; 11 … an upper sash; 12 … pillar window frames; 13 … front sash; 20 … a window frame body; 20a … frame portion; 21 … window frame molding; 22 … glass run container; 23 … glass run channel; 24 … weather strip retaining portion; 30 … inner sash; a 30a … frame portion (main body portion, pocket-shaped cross-section portion); 30b … exterior portion; 30c … step; 30d … vehicle inner side wall; 30e … inner peripheral side wall; 30f … peripheral side wall; 30g … outer peripheral extension; a 30h … vehicle extension part; 30i … lateral abutment faces; 30j … frame portion; 30k … vehicle interior side opening part; 31 … guide rails (lifting mechanism); 31a … vehicle inner side wall; 31b … inner peripheral side wall; 31c … peripheral side wall; 31c1 … positioning part; 31d … bent part; 31e … enclosure wall; 31f … partition wall; 31g … holding wall; 31h … through holes; 31i … through holes; 31j … through holes; 32 … decorative pieces; 32a … outboard side; 32b … vehicle interior; 32c … inner peripheral edge portion; 32c1 … location portion; 32d … outer peripheral edge portion; 32e … inner peripheral side surface; 32f … outer peripheral side; a 32g … end face; 33 … elastic cover; 33a … hollow; 33b … flange portion; 33c … outboard wall; 33d … inner peripheral side wall; 33e … peripheral side wall; 33f …; 33g … vehicle inner side wall; 33h … inner peripheral side base wall; 33i … outer peripheral side base wall; 33j … vehicle interior; 33k … outboard side; 35 … connecting member; 35a … first frame portion; 35b … second frame part (main body part, pocket-shaped cross-section part); 35c … abutting the end face; 35d … insertion projection; 35e … vehicle interior side wall; 35f … inner peripheral sidewall; 35g … peripheral side wall; 35h … flexion; 35i … plate-like portion; 35j … insertion projection; 35k … step; 35m … thick wall section; 35n … relief recess; 35p … threaded holes; 36 … inner cover (inboard cover); 37 … inner cover (inboard cover); 37a … inner peripheral side wall; 37b … peripheral side wall; 37c … vehicle inner side wall; 40 … window regulator; a 40a … regulator assembly; 41 … a slipper base; 41a … glass support; 41b … connection; 41c … shoe support; 41d … load reduction part; 41e … load reduction part; a 41e1 … taper; a 41e2 … taper; 41f … line end support portion (transmitted portion); 41g … line end support portion (transmitted portion); 41h … wire insertion holes; 41i … wire insertion holes; 41j … rack bar connecting part (transmitted part); 42 … a shoe base; 42a … glass support; 42b … connection; 42c … shoe support; 42e … load reduction part; 43 … shoe (sliding part); 43a … sliding base; 43b … first resilient contact; 43c … second resilient contact; 44 … shoe (sliding part); 44a … sliding base; 44b … first resilient contact; 44c … second resilient contact; 45 … slider (lifting mechanism); 46 … slider (lifting mechanism); a 50 … motor unit; 50a … drive section; 50b … cartridge housing; 50c … drive shaft; 51 … a roll; 52 … first wire (lifting mechanism, transmission member); 52x … wire short-circuit traces; 53 … second wire (lifting mechanism, transmission member); 54 … guide pulley (direction changing member); 55 … line end; 56 … compression spring; 57 … line ends; 58 … compression spring; 60 … a wire guide member; 60a … arm; 60b … guide slot; 61 … a wire guide member; 61a … guide groove; 61b … blocking surface; 62 … a pulley carrier; 62a … pulley pins; 62b … pulley support; 62c … backup pad; 62d … backup pad; 63 … wire pressing means; 63a … guide groove; 73 … bolt; 80 … an upper die; 81 … lower die; 90 … pinion gear; 91 … rack (lifting mechanism, transmission component); 92 … rack guide; 130 … inner sash; 130a … frame portion (main body portion, pocket-shaped cross-section portion); 130b … exterior portion; 130c … step; 130d … vehicle inner side wall; 130e … inner peripheral sidewall; 130f … peripheral side wall; 130g … outer peripheral extension; a 130h … vehicle extension part; 130i …; 132 … decorative pieces; 132a … appearance part (appearance part); 132b … outer peripheral edge portion; 132c … extending the retention portion; 132d … guide rail parts (guide rail, elevating mechanism); 132e … vehicle interior side walls; 132f … inner peripheral side wall; 132g … peripheral side wall; a 132h … partition wall; 132i … holding walls; 132j … support portion; 132k … support portion; 132m … flexion; 132n …; 133 … elastic cover; 133a … hollow; 133b … flange portion; 140 … window regulator; 150 … motor unit; 150a … driving part; 150b … pinion support member; 150c … drive shaft; 160. 161 … fastening means; 162. 164 … fastening hole; 163. 165 … spacer; 166. 168 … fastening receiving part; 167. 169 … fastening holes; 170 … partition walls; 170a … retaining wall; 230 … inner sash; 232 … decorative pieces; an L1 … parting line; an M … motor; s1, S11 … first partition; s2, S12 … second division area (vehicle outside space); a third division area (vehicle interior space) of S3 and S13 …; u1 … retention pocket; a U2 … gap; a W … windowpane; the outboard side of W1 …; w2 … vehicle inner side; w3 … rim surface.

Claims

1. A door window frame structure of a vehicle door is characterized by comprising:

a door sash that forms a window opening, and surrounds a front/rear edge and an upper edge of a window glass that is raised and lowered in the window opening;

a pillar sash constituting the door sash, extending in a direction in which the window pane is raised and lowered along one of front and rear edges of the window pane; and

a lifting mechanism for lifting the window glass by the driving force of the driving source,

the pillar sash includes an exterior portion located on the vehicle exterior side, and a main body portion located on the vehicle interior side with respect to the exterior portion and having an interior space,

the lifting mechanism is provided with: a slider fixed to the window glass; a guide rail that movably guides the slider in the lifting direction; and a transmission member that transmits a driving force from the driving source to the slider with respect to the slider,

the slider, the guide rail, and the transmission member are housed in the main body portion of the pillar sash,

the guide rail is arranged on the vehicle inner side of the window glass and limits the movement of the slide block in the vehicle inner and outer directions,

the main body portion of the pillar sash has a pocket-shaped cross-sectional portion that opens toward the vehicle exterior side,

the guide rail closes an open portion of the bag-shaped section portion on the vehicle outer side.

2. The door sash frame structure for a vehicle door according to claim 1,

the guide rail is provided with:

a first partition area into which a sliding portion provided to the slider is slidably inserted; and

and a second partition section which is offset from the first partition section in an inner and outer circumferential direction with the window opening as an inner circumferential side and which accommodates a transmitted portion of the slider which transmits the driving force from the transmission member.

3. The door sash frame structure for a vehicle door according to claim 1,

the internal space of the main body portion includes a vehicle exterior space portion located on a vehicle exterior side with respect to the rail and a vehicle interior space portion located on a vehicle interior side with respect to the rail,

the transmission member is disposed in the vehicle exterior space and the vehicle interior space,

the lifting mechanism includes a direction changing member that is disposed in the main body portion so as to extend over the vehicle exterior space portion and the vehicle interior space portion, and changes an extending direction of the transmission member.

4. The door sash structure for vehicle doors according to claim 2,

the sliding portion includes a sliding base portion slidable with respect to the guide rail, and an elastic contact portion elastically deformable and in contact with the guide rail,

the slide base portion and the transmitted portion are different in position in the vehicle vertical direction.

5. The door sash frame structure for a vehicle door according to claim 1,

the frame member and the guide rail constituting the pillar sash are formed of different members.

6. A door window frame structure of a vehicle door is characterized by comprising:

the body portion of the pillar sash includes a frame portion that is open to the vehicle exterior side and at least a part of which is open to the vehicle interior side,

the rail closes an open portion of the vehicle exterior side of the frame portion.

7. The door sash frame structure for a vehicle door according to claim 6,

the vehicle interior cover covers the frame portion from the vehicle interior side and closes an open portion of the frame portion on the vehicle interior side.

8. The door sash structure for vehicle doors according to claim 6 or 7,

the guide rail is provided with:

9. The door sash structure for vehicle doors according to claim 6 or 7,

10. The door sash structure for vehicle doors according to claim 8,

11. The door sash structure for vehicle doors according to claim 6 or 7,

12. A door window frame structure of a vehicle door is characterized by comprising:

the exterior part and the guide rail are integrally formed.

13. A door window frame structure of a vehicle door is characterized by comprising:

a pillar sash constituting the door sash, extending in a direction in which the window glass is raised and lowered along one of front and rear edges of the window glass, and having an opposing portion disposed to face an interior side of the window glass; and

the slider, the guide rail, and the transmission member are located between the opposed portion of the pillar sash and the window glass in the vehicle interior-exterior direction when viewed from the direction of raising and lowering of the window glass,

the guide rail is provided on the vehicle interior side of the window glass, and regulates movement of the slider in both the vehicle interior and exterior directions.

14. The door sash structure for vehicle doors according to claim 13,

the pillar sash includes an exterior portion located on the vehicle exterior side and a main body portion located on the vehicle interior side with respect to the exterior portion,

the main body has an internal space configured to include the facing portion, and the slider, the guide rail, and the transmission member are accommodated in the internal space.

15. The door sash structure for vehicle doors according to claim 13,

the opposed portion of the pillar sash has a pocket-shaped cross-sectional portion that opens to the vehicle exterior side,

16. The door sash frame structure for a vehicle door according to any one of claims 13 to 15,

the guide rail is provided with:

17. The door sash configuration for vehicle doors according to claim 16,

18. The door sash structure for vehicle doors according to claim 13,